Original subtitles

IT'S REACTIVE, UNRESTRAINED,

AND ELECTRIFYING.

MEET THE GINETTA G40,

TODAY ON "HOW IT'S MADE: DREAM CARS."

-- Captions by VITAC -- www.vitac.com

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

Narrator: BRITISH AUTO MAKER GINETTA

AND TEAM LNT ARE SYNONYMOUS WITH RACING,

MAKING HEADWAY IN AUTO RACING HISTORY FOR DECADES.

SINCE ITS ACQUISITION BY LAWRENCE AUTOMOTIVE IN 2005,

IT'S EXPANDED GREATLY.

GINETTA RELEASE THE G40, ITS FIRST ROAD CAR IN 15 YEARS.

FROM THE 1960s G10 AND THE LE MANS PROTOTYPE

TO THIS 1964 G4 ROAD AND RACE CAR,

AN IMPRESSIVE HISTORY.

GINETTA WAS FOUNDED IN 1958 IN WOODBRIDGE, ENGLAND,

BY THE WALKLETT BROTHERS.

IN 1961, IT INTRODUCED THE G4,

A ROAD CAR AND WEEKEND RACER.

IN 2005, GINETTA WAS ACQUIRED BY LNT AUTOMOTIVE,

REJUVENATING THE BRAND.

THE G40 ROAD CAR DIFFERS FROM ITS RACING COUNTERPART

BY USING AN AMERICAN ENGINE,

A JAPANESE-INSPIRED GEARBOX,

AND A ROAD-FRIENDLY INTERIOR.

THE G40'S BIG ADVANTAGE IS SIMPLICITY

AND LACK OF DRIVER AIDS LIKE POWER STEERING,

TRACTION CONTROL, OR A.B.S.

MANUFACTURED AT THE STATE-OF-THE-ART FACTORY

LOCATED IN GARFORTH, LEEDS,

THE FIRST G40 ROAD CAR WAS DRAFTED ON PAPER,

VISUALIZED THROUGH 3-D COMPUTER RENDERING,

AND HIT THE ROAD FOR TESTING IN UNDER A YEAR.

AND BELOW THE STUNNING SURFACE

IS A COLD DRAWN STEEL, SEAMLESS TUBE CHASSIS.

AT ANOTHER LOCATION, A SUPPLIER PRODUCES AND STORES

THE PRECUT STEEL TUBING FOR THE CHASSIS' ASSEMBLY.

TWO WORKERS LIFT A TUBE

INTO A 3-D LASER PIPE CUTTING CNC MACHINE

FOR PRECISION CLIPPING.

THIS CNC MACHINE CAN CUT TUBES WITH DIAMETERS FROM HALF AN INCH

TO 8.5 INCHES.

CUTTING IS MANAGED

WITH AN AUTOMATIC LOADING AND TILTING SYSTEM.

ONCE A PIECE IS CUT,

IT'S AUTOMATICALLY UNLOADED ONTO A TRANSITION BELT.

THEN THE PARTS ARE COLLECTED FOR FURTHER MACHINING.

BACK AT THE MAIN FACTORY

WITHIN THE CHASSIS FABRICATION DEPARTMENT,

A MACHINIST TWISTS ALUMINUM TUBING

TO CREATE THE RADIATOR'S COOLANT PIPE,

A HARD PIPE WHICH CARRIES COOLANT FROM THE ENGINE BLOCK

TO THE RADIATOR.

THIS PORTABLE BENCHTOP TUBE AND PIPE BENDER

FUNCTIONS WITH A SINGLE BENDING SPEED.

THIS ALLOWS THE PIPE TO BE CAREFULLY FASHIONED

TO MEET UNIQUE MANUFACTURING SPECIFICATIONS.

EVENTUALLY, THE CAR'S INTERNAL CHASSIS FRAMEWORK

WILL CONSISTENT OF

262 SEGMENTS OF BENT AND STRAIGHT LASER-CUT TUBES.

AT A PRIMARY WORKSTATION,

A TECHNICIAN PLACES THE REAR ROLL HOOP STRUCTURE

ONTO THE CHASSIS JIG.

IT'S POSITIONED USING A TAPE MEASURE

ALONG WITH A RUBBER MALLET FOR KEY PLACEMENT.

PIECES ARE WELDED USING

A METAL INERT GAS WELDING UNIT, OR MIG GUN.

AT ANOTHER WORKSHOP,

A TECHNICIAN PLACES A PRECUT PLATE OF STEEL

ONTO A TRADITIONAL PIECE OF EQUIPMENT

CALLED A FLY PRESS.

THIS MANUALLY PRESSES AND SHAPES THE MATERIAL

INTO WHAT IS KNOWN AS A GUSSET.

THE GUSSETS ARE LARGE BRACKETS

THAT CONNECT AND STRENGTHEN CROSSMEMBERS OF THE CHASSIS.

ONCE A GUSSET IS MACHINED,

THE PART IS WELDED TO THE STEEL BASE FRAME

WITH A MIG GUN.

ADDING MORE OF THE LASER-CUT STEEL TUBES,

THE WELDING TECHNICIAN SNAPS AND LOCKS THE UPPER COMPONENTS

INTO THE CHASSIS JIG.

NOW HE'S BUILDING THE BOX SECTION,

WHERE AREAS LIKE THE PASSENGER AND DRIVER SIDE CHASSIS TUBES

ARE ALIGNED.

NEXT, HE MOVES ON TO WELD,

FORMING A LARGER, SOLIDIFIED STRUCTURE.

IN TOTAL, 103 TUBES ARE INSTALLED

TO FORM THE BOX SECTION.

THE INSTALLATION OF

THE DRIVER SIDE FOOTWELL AND BULKHEAD

ARE EASILY APPLIED DUE TO THE 3-D COMPUTER-AIDED DESIGN.

NOW POSITIONED ON A CHASSIS ROLLER,

THE PRELIMINARY SPACE FRAME IS ROTATED TO DIFFERENT ANGLES.

THIS HELPS TO FINALIZE SPECIFIC WELDS

BELOW AND AROUND THE BASE OF THE FRAME.

WHEN FINISHED, THE CHASSIS IS

ELECTROSTATICALLY POWDER-COATED BLACK.

Narrator: THE G40'S INEXPENSIVE, 1.8-LITER AMERICAN ENGINE

IS THE SAME ENGINE BLOCK FOUND

IN OLDER VERSIONS OF FORD'S COMPACT CARS,

LIKE THE FOCUS, ESCORT, AND FIESTA.

THIS PARTICULAR ENGINE ASSEMBLY

STARTS WITH A TECHNICIAN INSTALLING THE INTAKE

AND EXHAUST CAMSHAFT CYLINDRICAL RODS,

WHICH RUN THE LENGTH OF THE CYLINDER BANK.

A FRICTION-REDUCING CAMSHAFT ASSEMBLY LUBRICANT

IS THEN APPLIED TO ENSURE THE PART'S OPERATIONAL DEMANDS.

AS PART OF THE CAMSHAFT UNITS,

BALL BEARINGS ARE FASTENED AT BOTH ENDS OF EACH BAR.

THIS WILL REDUCE ROTATIONAL FRICTION

AND SUPPORT THE CYLINDRICAL RODS.

WORKING WITH THE CYLINDER BANK TO HOUSE THE CAMSHAFT RODS

ARE 10 CAMSHAFT BRACKETS AND THEIR FASTENING BOLTS.

THEY HELP THE CAMSHAFT UNITS TO REMAIN IN POSITION

FOR THEIR PROPER SYNCHRONIZATION WITH THE CRANKSHAFT.

USING AN IMPACT DRIVER,

EACH SUPPORT CLAMP AND FASTENING BOLT

IS PRECISELY INSTALLED.

A DESIGNATED AMOUNT OF TORQUE IS APPLIED

IN ORDER TO AVOID ANY DAMAGE TO THE HARDWARE.

USING A SPECIALIZED PAINT PEN WITH BLUE INK,

KNOWN AS TORQUE PAINT,

EACH BOLT IS MARKED FOR QUALITY INSURANCE.

NEXT, THE TECHNICIAN ATTACHES THE CAMSHAFT SPROCKETS,

WHICH ARE RESPONSIBLE FOR MAINTAINING

THE TIMING BETWEEN THE CAMSHAFT AND THE CRANKSHAFT.

TO ENSURE THE SPROCKETS ARE EXACTLY ADJUSTED,

A MANUAL TORQUE WRENCH IS USED TO FASTEN THE BOLTS.

AGAIN, TORQUE PAINT IS APPLIED TO MARK

IF THE PART HAS TAMPERED WITH OR BECOMES LOOSE.

THE TENSIONER PULLEY AND IDLER PULLEY

REGULATE THE SYSTEM'S TIMING BELT.

THEY ARE ALSO ADJUSTED, FASTENED,

AD FINALLY MARKED WITH TORQUE PAINT.

ATTACHED TO THREE SPECIFIC AREAS OF THE CRANKSHAFT SPROCKET

ARE THICK PIECES OF DOUBLE-SIDED TAPE.

THEY TEMPORARILY SUPPORT

A METALLIC PRECISION CAM DEGREE WHEEL,

WHICH ACCURATELY SETS THE CAMSHAFT TIMING

WHILE ALSO CHECKING THE VALVE TIMING.

IN THIS STEP OF THE ENGINE BUILDING PROCESS,

HE IS USING A CAM DEGREEING KIT, WHICH LETS HIM CHECK

THE PISTON-TO-VALVE CLEARANCE WITH ACCURACY.

IT ENSURES THAT

THE ENGINE VALVES ARE OPENING AT THE CORRECT POINT

AND THE PISTONS CYCLE WITHIN THE CYLINDERS.

ANY ERROR IN THE SETTINGS CAN CAUSE THE PARTS TO MALFUNCTION,

CAUSING DAMAGE TO THE ENGINE.

TIMING IS ALSO VERIFIED

TO ENSURE THE CRANKSHAFT AND CAMSHAFTS ARE ALIGNED.

NEXT IS THE 4-CYLINDER EXHAUST MANIFOLD

THAT COLLECTS AIR AND FUEL MIXTURES,

WHICH ASSIST THE SERIES OF SMALL EXPLOSIONS

WITHIN THE ENGINE'S COMBUSTION CHAMBER.

THE TECHNICIAN ATTACHES THE EXHAUST MANIFOLD

WITH STUDS AND NUTS,

USING AN IMPACT DRIVER FOR TORQUE FORCE PRECISION.

COVERAGE IS ADDED,

LIKE THE ALUMINUM BACKING PLATE FOR THE AIR-BOX.

A PLASTIC CAMSHAFT COVER FOLLOWS,

ALONG WITH THE ALUMINUM TIMING BELT COVER,

THE WATER PUMP PULLEY,

AND A PLASTIC CAMSHAFT SPROCKET COVER.

THE ENGINE BLOCK IS READY FOR THE ROAD AND TRACK.

Narrator: THE G40'S DASHBOARD,

TRANSMISSION PROP TUNNEL, AND INTERIOR SIDE TRIM

ARE MADE OF CHOPPED STRAND MAT FIBERGLASS

WITH A POLYESTER RESIN AND A GEL-COAT FINISH.

LOOKING STELLAR STARTS ON THE INSIDE.

ESPECIALLY USEFUL ON NEW MOLDS IS A LAYER OF MOLD RELEASE WAX,

WHICH IS FORMULATED FOR THE EASY REMOVAL OF A PART

FROM A TEMPLATE.

FOLLOWING THE IMPLEMENTATION OF THE RELEASE WAX,

A JET BLACK GEL COAT OF A HIGH QUALITY RESIN FINISH

IS SPREAD ACROSS THE SURFACE.

ONCE THE GEL COAT IS APPLIED,

THE MOLD IS SHUTTERED TO ANOTHER AREA

FOR CURING AT ROOM TEMPERATURE.

GEL COAT WILL NOT CURE ADEQUATELY

BELOW 59 DEGREES FAHRENHEIT,

AND IN TEMPERATURES ABOVE 86 DEGREES,

IT WILL CURE TOO QUICKLY.

AFTER THE DRYING PROCESS,

AN EPOXY EMULSION IS PAINTED ONTO THE SURFACE.

IT IS NOW READY TO RECEIVE CHOPPED STRANDS OF FIBERGLASS

THAT ARE MIXED WITH MORE OF THE HIGH STRENGTH BONDING GLUE.

THESE STRANDS ARE MADE

BY CHOPPING CONTINUOUS GLASS FILAMENTS

COATED WITH A CHEMICAL SIZING INTO A SPECIFIED LENGTH.

THESE STRANDS ENSURE THE COMPATIBILITY WITH THE RESIN

TO REINFORCE THE PLASTIC-LIKE STRUCTURE

AND PROVIDE ACOUSTICAL INSULATION.

THE WORKERS APPLY SEVERAL LAYERS OF CONTINUOUS FILAMENT MATS

THAT PROVIDE RIGIDITY, CONFORMABILITY,

AND TENSILE STRENGTH.

THE CONTINUOUS FILAMENT MATS ARE A NONWOVEN MAT

MADE FROM FIBERGLASS FILAMENTS.

THEY CONSIST OF CONTINUOUS FIBERS

RANDOMLY ORIENTED IN MULTIPLE LAYERS.

THE GLASS FIBER IS BONDED WITH A SILANE COUPLING AGENT,

AND THE LAYERS ARE HELD TOGETHER WITH A SUITABLE BINDER.

FINALLY, A SMALL FIBERGLASS RESIN ROLLER,

CONSISTING OF THIN, PARALLEL FINS WITH DEEP GROOVES,

ELIMINATES AIR

ON THE FLAT SURFACES AND GRADUAL CURVES

BEFORE THE PART IS CURED.

THE IMPRESSION OF THE TRANSMISSION PROP TUNNEL

IS SEPARATED FROM THE MOLD

USING PLASTIC WEDGES AND SUBTLE ARM STRENGTH.

IF MORE FORCE IS REQUIRED,

WORKERS USE A WHITE HEAD RUBBER MALLET

TO TAP THE MOLD.

BUT THE PROCESS DOESN'T END HERE.

IN A SECURE ROOM, WEARING PROTECTIVE GLOVES AND A MASK,

THE MACHINIST REMOVES ANY AND ALL EXCESS FIBROUS MATERIALS

WITH AN ANGLE GRINDER

TO PREPARE THE PART FOR A PROPER, SMOOTH FINISH.

WITHIN THE TRANSMISSION PROP TUNNEL

IS THE OPEN PORTION THAT IS ALLOCATED TO

THE GEARBOX, GEARSHIFTER, AND PARKING BRAKE COMPONENTS.

USING A SMALL RECIPROCATING SAW DESIGNED FOR MICROCUTTING,

HE PLUNGES THE HAND TOOL INTO THE PANEL,

MAKING ACCURATE CUTS ALONG THE PERIMETER.

TO FOLLOW UP, THE CUT EDGES ARE SHAPED, SMOOTHED, AND FINISHED.

HE EXERTS PRESSURE TO THE FIBERGLASS

WITH AN AIR SANDER AND A BELT SANDER

FOR PRECISION QUALITY AND ULTIMATE CLEANLINESS.

AT ANOTHER WORKTABLE, HE TREATS THE PART'S EXTERIOR

WITH A POLISHING COMPOUND

IN ORDER TO CREATE A COSMETICALLY DYNAMIC FINISH

AND SURFACE SHINE.

ALTOGETHER, THIS PROCESS REMOVES ANY FLASHLINES CREATED

WHEN THE SHAPING MOLD AND FINISH COMPONENT SEPARATED.

HE USES A VARIABLE SPEED POLISHER

EQUIPPED WITH A WOOL POLISHING BONNET

THAT ROTATES FROM 600 TO 3,000 REVOLUTIONS PER MINUTE.

HE CONDITIONS THE SURFACE OF THE PART,

GIVING IT A HIGH GLOSS FINISH AND REFLECTIVE IMPRESSION.

WITH AN IMPACT DRIVER,

THE TECHNICIAN DRILLS THE COMPONENT,

CREATING THE NECESSARY HOLES FOR SOON-TO-BE-INSTALLED SCREWS,

BOLTS, AND OTHER FASTENERS.

CONTROL ELEMENTS IN THE CAR'S COCKPIT,

LIKE THE GEARSHIFTER AND PARKING BRAKE,

WILL BE LINKED TO THE TRANSMISSION PROP TUNNEL.

A LEATHER TRIM WILL ALSO WORK IN TANDEM

WITH THESE SECTIONS.

THE TECHNICIAN APPLIES A POLYURETHANE ADHESIVE,

WHICH SECURES NUT PLATES TO THE UNDERSIDE OF THE COMPONENT.

IT ALLOWS THE TRIM SURROUNDING THE GEAR STICK TO BOLT ON.

THIS ADHESIVE ALSO ALLOWS FOR A LITTLE FLEXIBILITY,

NEVER CRACKING OVER TIME DUE TO VIBRATIONS.

BOLTS SECURE THE NUT PLATES DURING CURING.

INSTRUMENTAL TO THE COCKPIT AND THE DRIVER'S SATISFACTION

IS THE DASHBOARD,

WHICH SHARES A NUMBER OF CHARACTERISTICS

WITH THE G40'S RACING SIBLING.

THE OVERALL PANEL, FUNCTION BUTTONS,

AND OPERATIONS INDICATORS

TRANSLATE PERFECTLY ONTO THIS ROAD CAR.

Narrator: STUNNING STYLING AND EXCELLENT PERFORMANCE

ARE IN EVERY GINETTA CAR,

FROM THE ELECTRIC G50 TO THIS 1960s G10

TO THE G60 SUPERCAR,

AND THE G40 IS AN UNDENIABLE ADDITION.

70 STAFF MEMBERS PRODUCE 300 CARS A YEAR.

WITH EACH VEHICLE TAKING FOUR WEEKS TO BUILD.

DELIVERED USING A HYDRAULIC ELEVATING CART,

THE FIRST COMPONENT

IN THIS STEP-BY-STEP MARRIAGE OF ELEMENTS

IS THE REAR DIFFERENTIAL.

IT'S DESIGNED TO DRIVE A PAIR OF WHEELS

WHILE ALLOWING THEM TO ROTATE AT DIFFERENT SPEEDS.

NEXT ARE THE REAR UPPER SUSPENSION WISHBONES,

WHICH CONTROL THE VERTICAL MOVEMENT OF THE WHEEL

THROUGHOUT SUSPENSION TRAVEL.

TWO HALF AXLES CONNECT TO THE GEARBOX AND DIFFERENTIAL

ON EITHER SIDE.

THIS IS A FUEL CELL BLADDER.

IT'S A GASOLINE TANK

ENCASED IN A FABRICATED ALUMINUM HOUSING CASE

AND SECURED WITH METALLIC STRAPS.

TRANSMITTING POWER FROM THE GEARBOX TO THE DIFFERENTIAL

IS THE ONE-PIECE UNIVERSAL JOINT CALLED A TORQUE TUBE,

OR BETTER KNOWN AS THE DRIVESHAFT.

MORE WIRING AND TUBING IS ATTACHED

WITH TWIST TAIL CABLE TIES.

THIS WIRING IS FOR THE POWER OF THE INTAKE FUEL PUMP

AND A FUEL HOSE THAT FEEDS TO THE ENGINE'S FUEL RAIL.

AFTER MOST ESSENTIALS ARE AFFIXED TO THE CHASSIS,

COCKPIT COMPONENTS LIKE THE FIBERGLASS REAR BULKHEAD TRIM,

WHICH SEPARATES THE CABIN

FROM THE FUEL TANK AND REAR SUSPENSION UNITS,

GET ADDED.

FOLLOWING THE ADDITION OF THE REAR UNDERSIDE,

IS THE SIDE CEILING TRIM PANEL,

WHICH SECURELY CLOSES THE CABIN FROM THE EXTERIOR.

USING AN AIR HYDRAULIC RIVET GUN,

THE TECHNICIAN SETS THE MECHANICAL FASTENERS

INTO THEIR PROPER LOCKING POSITIONS.

AS THE PRODUCTION OF THIS CAR

GETS CLOSER AND CLOSER TO THE FINISH LINE,

WORKERS DELIVER THE MAIN FIBERGLASS BODY SHELL

THAT SNAPS EASILY ONTO THE CHASSIS FRAME.

THE DOORS ARE MOUNTED WITH CONVENTIONAL HINGES.

NEXT, THE WORKERS USE AN AIR HOIST

TO DROP IN TWO OF THE MOST ESSENTIAL ITEMS --

A COMPLETELY FRAME-FITTING ENGINE

AND THE GEARBOX ASSEMBLY.

IN THIS WORK AREA,

A TECHNICIAN SLIDES A SHEET OF CORRUGATED ALUMINUM

INTO A MANUAL GUILLOTINE SHEARER.

USING THE PNEUMATIC FOOT PEDAL,

THIS MACHINE SHEARS THE SHEET QUICKLY

WITH A HEAVY DESCENDING BLADE.

AFTER CUTTING, IT'S MOVED FOR BENDING

TO A COUNTERBALANCE BOX AND PAN FOLDER.

THE SHEET IS CLAMPED INTO PLACE,

AND THE COUNTERWEIGHT GENERATES THE FORCE TO BEND THE METAL.

CREATED USING THE BOX FOLDER IS THE HEAT SHIELD,

WHICH SURROUNDS THE CATALYTIC CONVERTER,

A VEHICLE EMISSIONS CONTROL DEVICE

THAT REDUCES TOXIC POLLUTANTS AND EXHAUST GAS.

THE HEAT SHIELD ALSO PROTECTS THE BULKHEAD,

BODYWORK, AND CABIN

FROM THE HIGH HEAT GENERATED BY THE CONVERTER.

ONCE THE SHIELD IS INSTALLED,

THE TECHNICIAN CAN FINALLY INSTALL

THE RADIATOR'S WATER PIPE.

DRESSING THE CAR'S COCKPIT WITH ROAD AND RACE-WORTHY DYNAMICS

CONTINUES AS THE WORKERS FIRMLY INSTALL

THE JET BLACK FIBERGLASS TRANSMISSION

AND PROP SHAFT COVER.

NEXT IS THE ADDITION OF

THE MINIMALISTIC RACING-INSPIRED DASHBOARD PANEL,

WITH ITS VERY FEW METALLIC CONTROL BUTTONS

AND OPERATIONS INSTRUMENTATION.

MORE CONTROL IS ADDED

WITH THE STEERING COLUMN SWITCH CLUSTER,

A GAGE PANEL,

AND THE RACING-INSPIRED STEERING WHEEL.

UNLIKE MOST SPORTS CARS, THE FRONT BONNET IS COMPOSED OF

THE BUMPER, HEAD LAMPS,

FENDERS, AND HOOD AS A WHOLE UNIT.

THIS FRONTAL KIT SNAPS INTO PLACE

WITH A FLICK OF THE HOOD LATCHES,

CLAMPS COMMONLY USED ON RACE CARS.

THE RACING WORLD HAS ALWAYS BEEN PRIORITY NUMBER ONE

TO THE AUTOMAKER --

EVEN MORE SO TO THE COMPANY'S CHAIRMAN,

A FORMER RACING CHAMPION.

THE TEAM ALWAYS ROLLS WITH A TRUCK EQUIPPED

WITH A PORTABLE DYNAMOMETER,

ALLOWING TESTING FROM HEADQUARTERS.

[ REVS ENGINE ]

THE FACTORY DYNO VERIFIES THE ENGINE POWER

AND DRIVETRAIN PERFORMANCE OF NEW CARS SOLD TO CUSTOMERS,

WHILE THE PORTABLE SYSTEM PREPS TEAM CARS FOR RACE DAY.

IT'S NOT ESSENTIAL TO BE A MILLIONAIRE

TO GET BEHIND THE WHEEL OF

THIS BRITISH, HANDCRAFTED, STREET LEGAL RACE CAR.

THE G40 IS DESIGNED WITH THE BUDGET-CONSCIOUS,

ENTRY LEVEL RACING ENTHUSIAST IN MIND.

AND WHERE IT REALLY THRIVES IS AT THE TRACK,

LIKE HERE AT THE WORLD-RENOWNED SILVERSTONE CIRCUIT.

WITH AN AUTOMOTIVE HERITAGE FORMED BY FOUR BROTHERS

AND REJUVENATED BY A COMPANY UNLIKE ANY OTHER,

GINETTA HAS ALWAYS BEEN ABOUT

RACING'S ADRENALINE-PUMPING DISCIPLINE.

AS A PAVEMENT-HUGGING ROAD CAR THAT FLOURISHES ON THE TRACK,

YET AFFORDS INEXPENSIVE, DEPENDABLE, FUN RACING,

THE G40 IS MORE THAN JUST A FANTASY.

IT'S A DREAM CAR THAT PROVES IT.

[ MAN SPEAKING INDISTINCTLY OVER P.A. ]