Original subtitles

Narrator: TODAY, ON "HOW IT'S MADE: DREAM CARS,"

THE ULTIMA EVOLUTION,

POSSIBLY THE QUICKEST PRODUCTION VEHICLE IN THE WORLD.

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

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

♪♪

ULTIMA FIRST CAME ON THE SCENE WITH THE MK1 BACK IN 1983.

INSPIRED BY THE FAMED GROUP "C" LE MANS CARS OF THE 1980s,

THE MID-ENGINE MK1

WAS A NO-NONSENSE SPEED MACHINE INSIDE AND OUT.

THE CAR'S CREATOR,

AUTOMOTIVE ENGINEER AND DESIGNER LEE NOBLE,

SOLD HIS FIRST CAR,

THE ULTIMA MK2, TO CIVIL ENGINEER TED MARLOW,

WHO WENT ON TO RACE IT TO MANY VICTORIES

THROUGHOUT THE '80s.

TED MARLOW BOUGHT THE RIGHTS TO THE BRAND IN 1991.

AND TOGETHER WITH HIS SON, RICHARD,

TRANSFORMED ULTIMA

INTO A MANUFACTURER OF STREET-LEGAL SUPERCARS

AVAILABLE AS KITS OR AS PRODUCTION VEHICLES.

IN 2015, ULTIMA INTRODUCED THE EVOLUTION.

WHILE THE EVOLUTION MAINTAINS THE ULTIMA ETHOS

OF LE MANS GROUP "C"-INSPIRED DESIGN,

OVERALL, THE CAR HAS A MORE POLISHED LOOK.

BUT THE EVOLUTION IS NO GRAND TOURER.

THIS CAR IS BUILT FOR SPEED, NOT FOR LUXURY MOTORING.

DESIGN PRIORITY WAS GIVEN

TO PERFORMANCE AND OPTIMAL AERODYNAMICS,

WITH ULTIMA EXTENSIVELY TESTING THE EVOLUTION

IN THE FAMED WIND TUNNEL

OF THE MOTOR INDUSTRY RESEARCH ASSOCIATION.

A TECHNICIAN CARRIES OUT A THOROUGH QUALITY-CONTROL CHECK

OF THE EVOLUTION'S CHASSIS PRIOR TO POWDER COATING.

THE STEEL SPACE-FRAME CHASSIS FEATURES

A HIGHLY TRIANGULATED STRUCTURE,

A FULL ROLL CAGE,

AND LARGE REAR AND SIDE CRUMPLE ZONES.

THESE ELEMENTS, ALONG WITH THE STURDY MIG-WELDED JOINTS,

RESULT IN A REMARKABLE DEGREE OF TORSIONAL RIGIDITY.

ULTIMA BUILDS THE BULK OF THE SPACE FRAME

FROM 38-MILLIMETER STEEL TUBING,

EXCEPT FOR THE ROLL CAGE,

WHICH IS MADE WITH 45-MILLIMETER COLD-DRAWN SEAMLESS TUBING.

THE CHASSIS IS THEN SHOT-BLASTED,

SPRAY PRIMED, AND POWDER COATED.

A TECHNICIAN NOW BEGINS THE PROCESS

OF CLADDING THE CHASSIS IN ALUMINUM SHEETS.

HE STARTS BY SQUEEZING A BEAD OF SEALANT AROUND A PERIMETER.

HE THEN PLACES A PRE-CUT

AND FINISHED SHEET ON THE SEALANT.

THE ALUMINUM IS 1.5-MILLIMETER NS4,

AN ALLOY KNOWN FOR ITS FORMABILITY

IN SPITE OF ITS HIGH STRENGTH AND HARDNESS.

AS HE PLACES EACH SHEET,

HE ANCHORS IT IN POSITION BY INSERTING A RIVET

INTO ONE OF THE PRE-DRILLED HOLES.

HE FILLS ALL THE HOLES WITH RIVETS,

THEN SLIDES THE HEAD OF A GUN OVER THE RIVETS' GUIDE DOWEL

AND SQUEEZES.

SQUEEZING DEFORMS THE TAIL OF THE RIVET

TO 1.5 TIMES ITS ORIGINAL SIZE,

LOCKING IT IN PLACE AND SNAPPING OFF THE DOWEL.

PANELING THE ENTIRE CHASSIS WITH ALUMINUM SHEETS

SERVES MORE THAN ONE PURPOSE.

IT CREATES A PASSENGER COMPARTMENT,

WATERPROOFS THE COCKPIT, SMOOTHES AIRFLOW UNDER THE CAR,

PROVIDES MOUNTING POINTS FOR VARIOUS COMPONENTS,

SUCH AS THE BATTERY,

AND IMPROVES THE TORSIONAL RIGIDITY

OF THE CAR AS A WHOLE.

A SPECIALIST APPLIES A PIGMENTED GEL COAT

TO THE HIGH-GLOSS MOLD OF THE HOOD AND FENDERS.

ONCE THE FIRST LAYER CURES, HE WILL APPLY A SECOND LAYER.

HE NOW ROLLS A LIQUID RESIN

ONTO A PRE-CUT MAT OF FIBERGLASS.

THIS PROCESS IS CALLED WETTING OUT.

AFTER WETTING OUT THE FLIP SIDE,

HE CARRIES IT TO THE MOLD

AND MANUALLY PRESSES IT INTO PLACE.

AFTER TRIMMING OFF THE EXCESS MATERIAL WITH SCISSORS,

THE SPECIALIST USES A BRUSH

TO DAB THE FIBERGLASS MORE FIRMLY INTO PLACE.

NEXT, HE CONSOLIDATES THE MATERIAL

WITH A SMALL ROLLER,

SMOOTHING THE MATERIAL INTO EVERY CORNER OF THE MOLD,

ENSURING THERE ARE NO AIR POCKETS

BETWEEN THE LAYERS OF FIBERGLASS AND THE GEL COAT.

HE LEAVES IT TO CURE IN THE MOLD FOR 24 HOURS.

TO CREATE RETURNS IN THE FIBERGLASS PANEL,

FLANGES ARE BOLTED IN PLACE.

ONCE THE MATERIAL HAS CURED,

THE SPECIALIST REMOVES ALL BOLTS FROM THE FLANGES

AND THEN CAREFULLY REMOVES EACH FLANGE.

HE AND A COLLEAGUE EXTRACT THE FIBERGLASS BODY SECTIONS,

WHICH COME OUT WITH A HIGH-GLOSS FINISH

REPRESENTATIVE OF THE EXTREMELY HIGH-QUALITY MOLD.

INCREDIBLY, THIS MANUFACTURING METHOD

REMOVES THE NEED FOR A PAINT JOB.

BUT THAT DOESN'T MEAN THE PANELS ARE FINISHED.

IN THE TRIM SHOP, A SPECIALIST

USES A DIAMOND-TIPPED GRINDING WHEEL

TO CUT THE NECESSARY OPENINGS.

ALTHOUGH MOST OF THE SURFACES REQUIRE NO FINISHING,

A FEW SPOTS WHERE FLANGES WERE REMOVED

NEED TO BE SMOOTHED TO A HIGH GLOSS.

AFTER SANDING THEM DOWN,

A SPECIALIST APPLIES A CUTTING PASTE

AND BUFFS THE SURFACE

WITH A LAMBSWOOL ATTACHMENT ON AN ORBITAL MOP

BEFORE ADDING A PROTECTIVE POLISH.

♪♪

Narrator: ALTHOUGH THE EVOLUTION'S SEATS

BEAR NO OBVIOUS RESEMBLANCE

TO THE CAR'S GLOSSY EXTERIOR BODY,

UNDERNEATH THE LEATHER AND ALCANTARA UPHOLSTERY,

THEY'RE MADE OF EXACTLY THE SAME MATERIAL

IN EXACTLY THE SAME WAY.

BUILT IN A MOLD WITH LAYERS OF FIBERGLASS,

EACH SEAT HAS FOUR LOCATION POINTS

WHERE IT WILL BE ATTACHED DIRECTLY TO THE CAR'S CHASSIS.

HERE, A SPECIALIST ADDS FOUR LUGS

AND LAMINATES THEM IN PLACE WITH RESIN.

HE THEN COVERS THE DEPRESSIONS WITH LAYERS OF FIBERGLASS

AND CONSOLIDATES THEM FIRMLY INTO POSITION WITH A ROLLER.

THE FIBERGLASS USED FOR BOTH THE CAR BODY AND THE SEATS

IS CALLED THE CHOPPED STRAND MAT,

WHICH COMES IN DIFFERENT WEIGHTS.

FOR THE EVOLUTION, THE MANUFACTURERS

RELY ON TWO LAYERS OF A MAT

THAT WEIGHS 13 OUNCES PER SQUARE YARD.

THIS MATERIAL IS A BIG PART OF THE REASON

THAT THE EVOLUTION IS SO REMARKABLY LIGHTWEIGHT.

AFTER THE LUG WELLS HAVE BEEN COVERED,

THE EDGES ARE TRIMMED

AND THE OPENINGS FOR THE SEAT BELTS MADE.

A TECHNICIAN SPRAYS AN ADHESIVE

ON THE INTERIOR SURFACE OF THE SEAT...

...THEN SPRAYS A FOAM CUT-OUT, AS WELL.

HE CAREFULLY POSITIONS AND ADHERES THE FOAM

TO THE INTERIOR LEFT SIDE PANEL OF THE SEAT.

HE WRAPS THE FOAM TO THE EDGE OF THE SEAT.

SOME CAR MANUFACTURERS OFFER SEATS

WITH ELECTRONICALLY ADJUSTABLE LUMBAR SUPPORT

FOR THE BASE OF THE SPINE.

BUT ULTIMA'S UNUSUAL SOLUTION

IS A MANUALLY ADJUSTED PNEUMATIC SUPPORT.

A TECHNICIAN INSTALLS THE DETAIL AND TESTS IT OUT.

A FEW SQUEEZES OF A PUMP

ARE ENOUGH TO CREATE AN AIR PILLOW

THAT COULD MAKE ALL THE DIFFERENCE

ON A LONG DRIVE.

ALTHOUGH THE INTERIOR OF THE EVOLUTION

IS RELATIVELY NO-NONSENSE,

IT FEATURES A NUMBER OF FINELY CRAFTED DETAILS,

INCLUDING THE LEATHER AND ALCANTARA SEAT COVERS.

HERE, A TAILOR MAKES THEM ONE BY ONE

WITH THE AID OF A POWERFUL SEWING MACHINE,

FINISHING THE EDGES WITH COLOR-MATCHED PIPING.

WHEN FINISHED, SHE TRIMS OFF THE EXCESS MATERIAL

WITH SCISSORS.

INSIDE AND OUT, THE EVOLUTION IS TRULY A HANDMADE CAR.

IN KEEPING WITH THE HIGHLY CUSTOM-MADE NATURE

OF THE VEHICLE,

CUSTOMERS CAN CHOOSE ANY COLOR THEY WISH

FOR THE PIPING AND STITCHING.

AN UPHOLSTERER BEGINS THE PROCESS

OF APPLYING THE SEAT COVER ONTO ITS BASE,

CAREFULLY BRUSHING ADHESIVE OVER THE LEATHER.

IT REQUIRES CONSIDERABLE MANUAL SKILL AND STRENGTH

TO WRAP THE UPHOLSTERY AROUND THE SIDE EDGES.

IT'S NO ACCIDENT

THAT THE EVOLUTION'S SEATS HAVE HIGH SIDES.

THEY HAVE TO BE HIGH IN ORDER TO HOLD THE DRIVER AND PASSENGER

FIRMLY IN PLACE WHEN TAKING CORNERS,

DUE TO THE LATERAL G-FORCES

PRODUCED BY A CAR THIS POWERFUL.

IN FACT, ULTIMA SET THE WORLD RECORD

FOR THE ROAD CAR SKIDPAD TEST

BY LOGGING A LATERAL GRIP OF 1.176 "G"

AROUND A CIRCLE 200 FOOT IN DIAMETER.

THIS ATTESTS TO THE CAR'S REMARKABLE CAPACITY

FOR HANDLING AND CORNERING AT HIGH SPEED.

THE UPHOLSTERER CAREFULLY CUTS OUT

THE SET OF OPENINGS IN THE COVER,

THROUGH WHICH THE SEAT BELTS WILL BE INTRODUCED.

HIGH-STRENGTH PLASTIC GROMMETS FIT SNUGGLY INTO THE OPENINGS.

IT GOES WITHOUT SAYING THAT IF YOU'RE GOING TO DRIVE

A CAR THAT CAN PERFORM LIKE THE EVOLUTION,

YOU NEED TO BE SECURELY BELTED IN PLACE.

HAVING DESIGNED THE EVOLUTION'S SEATS

TO MAXIMIZE HEAD ROOM, LEG ROOM, AND ERGONOMIC COMFORT,

ULTIMA BUILDS EACH ONE FROM SCRATCH.

♪♪

Narrator: WHILE ULTIMA SELLS THE EVOLUTION FULL ASSEMBLED,

ADVENTUROUS BUYERS CAN ALSO PURCHASE IT AS A KIT

AND BUILD IT THEMSELVES.

HERE, ULTIMA PREPARES

THE CONVERTIBLE VERSION OF THE EVOLUTION

FOR SHIPMENT AS A KIT.

THOSE WHO RELY ON ULTIMA TEAM MEMBERS

TO ASSEMBLE THEIR EVOLUTIONS

ARE IN GOOD HANDS.

HERE, A TECHNICIAN FITS THE WISHBONE COMPONENT

OF THE REAR SUSPENSION ONTO THE CHASSIS,

FIRST INSTALLING THE BEARINGS ON THE ATTACHMENT POINTS

WITH THE HELP OF A TEMPORARY FILLER RODS,

WHICH HE REPLACES WITH HIGH-TENSILE BOLTS.

THE WISHBONES ARE CUSTOM-MADE FOR THE EVOLUTION,

USING PRECISION TIG WELDING.

NEXT, HE CAREFULLY INSTALLS THE CAR'S STRUTS.

HE STARTS BY ATTACHING

THE UPPER STRUT MOUNT TO THE CHASSIS.

HE JOINS THE BOTTOM OF THE STRUT TO THE WISHBONE.

CUSTOM-DESIGNED, VALVED, AND SPRUNG,

THE STRUTS ARE HIGHLY ADJUSTABLE FOR BUMP AND REBOUND.

THE HUB IS MADE OF LM25 ALUMINUM,

A CORROSION-RESISTANT CASTING.

THE TECHNICIAN ATTACHES IT TO THE TOE LINK ADJUSTER,

THE COMPONENT THAT ALLOWS FOR ADJUSTING

THE TOE IN OR TOE OUT OF THE VEHICLE.

HE NOW BRINGS THE FOUR-PISTON BRAKE CALIPER

TO THE CURVED-VANE, CROSS-DRILLED VENTED DISC

AND CAREFULLY INSTALLS IT.

A FINAL TORQUE WITH A RATCHET AND WRENCH

SECURES THE HUB IN PLACE.

THE EVOLUTION HAS TWO FUEL TANKS,

ONE IN EACH SIDE OF THE CAR.

ULTIMA HAS THE TANKS MADE

FROM SHEETS OF COMMERCIAL SOFT-GRADE 1050 ALUMINUM.

HAVING ALREADY CUT OUT AND BENT ALL THE NECESSARY SHAPES,

A SPECIALIST TACK-WELDS THEM TOGETHER.

HE SPACES THE TACK WELDS CLOSELY

TO PREVENT THE ALUMINUM FROM BUCKLING

WHEN HE WELDS A FULL SEAM AT THE JOINTS.

FOR TACK WELDING, HE USES SUCH A HIGH AMPERAGE

THAT IT SIMPLY FUSES THE ALUMINUM TOGETHER.

BUT WHEN WELDING THE SEAMS SHUT,

HE USES A SOFT 4043 WELDING ROD WITH A 5% SILICA MIX,

WHICH PROVIDES GOOD FLOW AND PENETRATION.

ULTIMA DESIGNED THE GAS TANKS

TO ENABLE GOOD AIRFLOW IN COMPONENT PACKAGING.

THE SLOPE ON ONE SIDE OF EACH TANK

LINES UP WITH VENTS THAT ALLOW AIR

TO FLOW INTO THE ENGINE BAY AND COOL IT.

TO MAKE THE HUBS, ULTIMA STARTS WITH AN ALUMINUM CASTING

WHICH IS FINISHED ON A LATHE AND A CNC MILLING MACHINE.

AFTER THE LATHE DOES ITS WORK,

A TOOL CALLED AN END MILL RIPPER REMOVES EXCESS MATERIAL.

THE CNC MACHINE DRILLS THROUGH HOLES

WHERE THE BRAKE CALIPERS WILL ATTACH.

TO COOL THE WORK AREA,

THE MACHINE SPRAYS A SPECIAL COOLANT

OF SYNTHETIC OIL DILUTED WITH WATER.

AFTER ONE HOUR AND FOUR DIFFERENT OPERATIONS,

THE CNC IS DONE.

A SPECIALIST REMOVES THE BURRS LEFT BY THE MILLING PROCESS

WITH A HANDHELD HIGH-SPEED GRINDER.

HE MANUALLY DEBURRS THE OPENINGS FOR THE ATTACHMENT POINTS

WITH A DIFFERENT TOOL.

TURNING THE ALUMINUM CASTING INTO A FINISHED HUB

TAKES BETWEEN 1 1/2 AND 2 HOURS IN TOTAL.

A TECHNICIAN BRINGS THE FULLY MACHINED FRONT HUB

TO THE CHASSIS.

THE FRONT HUB IS CONSIDERABLY SMALLER THAN THE REAR HUB

AND BOLTS TO THE WISHBONES AND BALL JOINTS VERTICALLY,

RATHER THAN LATERALLY.

BUT THE DISC AND BRAKE ARE EXACTLY THE SAME SIZE HERE

AS THEY ARE IN THE BACK.

AT THIS POINT, IT COMES AS NO SURPRISE

THAT THE ALL-ALUMINUM GEARSHIFT MECHANISM

IS CUSTOM-MADE FOR THE EVOLUTION.

ONCE THE MECHANISM IS IN PLACE,

THE TECHNICIAN ATTACHES THE GEAR-CHANGE CABLES

TO THE SHIFTER VIA A BALL JOINT.

THE HEAVY-DUTY CABLES ARE CAPABLE OF HIGH LOADS,

AND THESE, TOO, HAVE BEEN CUSTOM-MADE

FOR THE EVOLUTION'S PRECISE SHIFTING REQUIREMENTS.

ULTIMA BUILDS THE CENTER CONSOLE

FROM ULTRA-LIGHTWEIGHT CARBON FIBER.

WHERE A RACECAR WOULD LEAVE THE SHIFTER AND CABLE EXPOSED,

THIS SLEEK FEATURE IS REQUIRED FOR THE CAR TO BE STREET-LEGAL.

♪♪

Narrator: A TECHNICIAN BRINGS THE LEFT-SIDE FUEL TANK

TO THE CHASSIS.

HAVING TWO INDEPENDENT TANKS

PREVENTS THE CAR FROM EXPERIENCING FUEL SURGES.

WITH THIS STEP, THE CAR IS NOW READY

FOR ITS GEL-COAT-FINISHED BODY.

THE TECHNICIAN INSTALLS THE RIGHT-HAND SIDE POD.

THIS INCLUDES A VENT THAT WILL HELP COOL THE BRAKES.

HE ALIGNS AND HOLDS THE POD IN PLACE WITH A SCREW.

SEALING AND RIVETING THE PANEL TO THE CHASSIS HAPPENS LATER.

ULTIMA CALLS THE BODYWORK THAT SURROUNDS THE COCKPIT

THE CENTER TUB.

TEAM MEMBERS CARRY IT TO THE CHASSIS

AND LOWER IT OVER THE ROLL CAGE,

READY TO BE SEALED AND RIVETED IN PLACE.

NEXT, THEY INSTALL THE FRONT SECTION,

A SINGLE-PIECE UNIT THAT INCLUDES THE FENDERS AND BUMPER.

SINCE THIS IS A MID-ENGINE CAR,

THE REAR PORTION HINGES OPEN FOR ACCESS TO THE POWER PLANT.

THE EVOLUTION'S DOOR HINGES UPWARD AT A 45-DEGREE ANGLE.

THIS DOOR STILL REQUIRES FINAL TRIMMING,

ALIGNING, AND FINISHING.

TO ADD TO THE CAR'S TORSIONAL RIGIDITY,

ULTIMA BONDS THE DASHBOARD DIRECTLY INTO THE CENTER TUB.

A TECHNICIAN INSTALLS THE CAR'S GAUGES.

IN KEEPING WITH THE OLD-SCHOOL APPEAL OF THE EVOLUTION,

ULTIMA HAS STUCK WITH ANALOG DIALS,

WHICH HAVE PROVEN TO BE SIMPLE, RELIABLE,

AND EASY TO READ AT A GLANCE.

THE RED BUTTON IS ALSO TO READ.

ULTIMA USES A FULLY DRESSED CHEVY LS V-8

FOR THE EVOLUTION.

THE LS IS THE SAME ENGINE CHEVY USES IN THE CORVETTE,

BUT FULLY CUSTOMIZED TO THE EVOLUTION.

CUSTOMERS CAN CHOOSE 15 DIFFERENT POWER OPTIONS,

FROM 345 TO 1,020 HORSEPOWER.

80% OF BUYERS OPT FOR 500 HORSEPOWER --

MORE THAN ENOUGH FOR A CAR THIS LIGHT.

NEXT, THEY INSTALL THE EVOLUTION'S GEARBOX,

A PORSCHE SIX-SPEED TRANSAXLE KNOWN FOR ITS PERFORMANCE,

DURABILITY, AND BULLETPROOF RELIABILITY.

A PAIR OF DRIVESHAFTS CONNECTS THE TRANSAXLE TO THE HUBS.

HALF THE WEIGHT OF CONVENTIONAL DRIVESHAFTS,

THEY'RE MANUFACTURED FROM THE S155 STEEL --

THE BRITISH AEROSPACE EQUIVALENT OF U.S. STEEL GRADE 300M.

THIS HIGH-STRENGTH ALLOY IS PART

OF WHAT HELPS THEM HANDLE UP TO 1,020 HORSEPOWER.

THE SEATS MAXIMIZE HEAD ROOM.

ULTIMA CALCULATES

THE EVOLUTION FITS DRIVERS UP TO 6'8" TALL.

A HAND PUMP SITS WITHIN EASY REACH.

A FEW SQUEEZES INFLATES

THE LUMBAR SUPPORT CUSHION SEEN EARLIER.

SIMPLE, HARD TO BREAK, AND EASY TO FIX,

THE LUMBAR SUPPORT CAN BE MINUTELY ADJUSTED

TO THE DRIVER'S NEEDS.

LOCAL HARDWARE STORES DON'T STOCK THE MATERIAL

USED TO MAKE THE EVOLUTION'S BODY GRILLWORK.

ULTIMA HAS THIS HEXAGONAL ALUMINUM GRID CUSTOM-MADE.

THEY THEN FORM THE PIECES INDIVIDUALLY

WITH THE HELP OF A PRESS AND A FORM.

PINS LOCATE THE MATERIAL.

THEN, A SERIES OF SPACERS BRING IT WITHIN REACH.

THE RESULT IS A PERFECTLY FORMED GRILLE.

BUT IT'S NOT FINISHED.

FIRST, IT NEEDS TO BE TRIMMED,

LEAVING NOTHING MORE THAN A SLIM FLANGE.

THEN, IT'S ANODIZED BLACK.

THE FINISHED PRODUCT CAN BE SEEN ALL OVER THE CAR,

FROM THE FRONT BUMPER ENTRY GRILLE

TO THE VENTILATION ON TOP OF THE REAR HOOD.

WHILE THE ANALOG DIALS AND MANUAL STICK SHIFT

HELP GIVE THE EVOLUTION'S COCKPIT A CLASSIC LOOK,

CUSTOMERS CAN OPT FOR THE FUTURISTIC RACECAR-INSPIRED

STEERING WHEEL WITH BUILT-IN DIGITAL DISPLAY.

TEAM MEMBERS CONDUCT ONE OF THE MANY PRE-DELIVERY CHECKS

THEY SUBJECT THE EVOLUTION TO

THROUGHOUT THE MANUFACTURING PROCESS.

ULTIMA'S QUALITY-CONTROL PROTOCOL REQUIRES

CHECKING ALL PARAMETERS OF A CAR

BEFORE DELIVERING IT TO ITS NEW OWNER.

THE LE MANS GROUP "C"-DERIVED BODY OPENS UP COMPLETELY,

WITH DOORS, FRONT SECTION, AND REAR HOOD ALL IN THE AIR,

FOR EASY ACCESS TO EVERY PART OF THE CAR.

A CERAMIC COATING ON THE EXHAUST SYSTEM

HELPS REDUCE HEAT IN THE ENGINE BAY,

WHICH IS ALSO WELL-VENTILATED FROM BELOW.

FROM THE COMFORTABLE, SECURE SEATS

TO THE THE MINIMALIST BUT FINELY CRAFTED COCKPIT,

THE EVOLUTION EMBODIES ULTIMA'S GOAL

OF CREATING A TIMELESS-LOOKING ROAD-GOING SUPERCAR.

THE EVOLUTION'S SUPERCHARGED 6.8-LITER V-8

CRANKS OUT 1,020 HORSEPOWER,

WHILE THE CAR ONLY WEIGHS A LITTLE OVER A TON.

THAT'S WHY IT CAN HIT 60 MILES PER HOUR

IN LESS THAN 2 1/2 SECONDS,

MAKING IT ARGUABLY

THE QUICKEST PRODUCTION CAR IN THE WORLD.

♪♪