Original subtitles

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

THE FERRARI CALIFORNIA T,

A GRAND TOURER BUILT FOR EVERY SPEED.

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

CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS

FERRARI WAS FOUNDED BY ENZO FERRARI,

WHOSE FATHER RAN A SMALL METAL ENGINEERING COMPANY HERE

ON THE OUTSKIRTS OF MODENA IN NORTHERN ITALY.

THE COMPANY HAS BUILT A 21st CENTURY MUSEUM

TO HOUSE THE FAMOUS BRAND'S HISTORIC VEHICLES.

TRUE TO THE COMPANY'S REPUTATION FOR HIGH-TECH INNOVATION,

THE NEW BUILDING FEATURES GEOTHERMAL

AND SOLAR TECHNOLOGIES TO HELP WITH HEATING AND COOLING

AND SUPPLYING IT WITH HOT WATER.

INSIDE BOTH PARTS OF THE MUSEUM,

FERRARI HISTORY IS ON FULL DISPLAY,

EMBODIED BY SOME OF ITS MOST ICONIC CARS.

THE 750 MONZA DEBUTED IN 1954

AS PART OF FERRARI'S SUCCESSFUL EFFORTS

TO BUILD A LINE OF FOUR-CYLINDER RACE CARS.

IN 1967, THE DINO 206 GT

BECAME FERRARI'S FIRST MID-ENGINE SPORTS CAR.

EVER SINCE 1948,

FERRARI HAS BUILT POWERFUL

AND VERSATILE GRAND TOURERS

ALONGSIDE ITS HIGH-PERFORMANCE SPORTS CARS.

THE CALIFORNIA T IS THE LATEST EXPRESSION

OF THE CAR MAKER'S GT TRADITION.

FERRARI INTRODUCED THEIR FIRST ALL-ALUMINUM CAR

IN 1999 WITH THE 360 MODENA.

STARTING WITH THE 612 SCAGLIETTI IN 2004,

THE ENTIRE FERRARI RANGE IS NOW ALL-ALUMINUM,

ASIDE FROM THE CARBON FIBER LA FERRARI HYPERCAR.

THE SPACE FRAMES ARE BUILT FROM A COMBINATION OF EXTRUSIONS

AND CASTINGS

AND ARE JOINED WITH A RANGE OF ADVANCED TECHNIQUES,

INCLUDING METAL INERT GAS, OR MIG, WELDING,

COLD METAL TRANSFER WELDING, STRUCTURAL BONDING,

AND RIVETING.

THE EXTRUSIONS ARE MADE FROM FIVE DIFFERENT

SIX SERIES ALLOYS

WHILE THREE ALLOYS GO INTO CASTINGS.

ROBOTIC ARMS CARRY OUT THE AUTOMATED,

SELF-PIERCING RIVET PHASE,

JOINING AS MANY AS THREE LAYERS OF ALUMINUM AT ONCE

AND USING SEVEN DIFFERENT RIVET TYPES

ACCORDING TO SPECIFIC REQUIREMENTS.

THE SPACE FRAME AND BODY SHELL COMPONENTS

BEING RIVETED TOGETHER

HAVE BEEN CREATED THROUGH A VARIETY OF TECHNOLOGIES,

INCLUDING HEAT FORMING,

VACUUM DIE-CASTING, AND SUPERPLASTIC FORMING.

AS THE BODY IN WHITE ADVANCES ALONG THE ASSEMBLY LINE,

TWO ROBOTS EQUIPPED WITH PERCEPTRON LASER SYSTEMS

THOROUGHLY MEASURE IT,

CHECKING 301 DIFFERENT POINTS

TO ENSURE THAT ALL ELEMENTS OF THE BUILD ARE CORRECTLY

AND ACCURATELY POSITIONED.

FERRARI ENGINEERS THE BODY IN WHITE OF THE CALIFORNIA T

FOR MAXIMAL TORSIONAL STIFFNESS AND MINIMUM WEIGHT.

TWO TYPES OF ALUMINUM ALLOY ARE USED

FOR THE EXTERNAL BODY PANELS

AND THE FINAL CHASSIS TAKES AROUND 33 HOURS TO MANUFACTURE,

WITH OVER 60 METERS OF WELDING.

AT A STATION EQUIPPED WITH SPECIALIZED LIGHTING,

AN INSPECTOR WIPES THE BODY SURFACE

WITH A DAMP CLOTH TO REVEAL EVEN THE SMALLEST SCRATCHES.

HE CIRCLES ANY DEFECTS AS HE MAKES HIS WAY

AROUND THE BODY IN WHITE,

CONDUCTING A THOROUGH QUALITY CONTROL INSPECTION

OF THE SURFACE.

ALUMINUM IS A RELATIVELY SOFT METAL,

WHICH MAKES IT EASY FOR A TECHNICIAN TO BUFF OUT

ANY SURFACE SCRATCHES OR OTHER DEFECTS.

THE BODY IN WHITE IS NOW COMPLETELY ASSEMBLED

AND READY TO BE TRANSPORTED

TO FERRARI'S FAMED MARANELLO FACILITY

JUST OUTSIDE MODENA, WHERE IT WILL UNDERGO

AN ADVANCED PAINTING PROCESS.

AT THE MARANELLO FACTORY,

THE CALIFORNIA T BODY IN WHITE

UNDERGOES A MULTISTAGE FINISHING PROCESS,

DURING WHICH IT WILL BE WASHED, DEGREASED, TREATED, AND PAINTED.

WHILE THESE STEPS ARE TYPICAL OF AUTOMOTIVE PRODUCTION,

THE MARANELLO FACILITY HAS A UNIQUE APPROACH

TO THE PRETREATMENT

AND CATAPHORESIS PHASES KNOWN AS ROAD DIP.

MOUNTED ON A SPECIALIZED FIXTURE,

THE BODY SHELLS DIP INTO HUGE VATS

AND ROTATE 360 DEGREES

TO ENSURE THE LIQUID REACHES EVEN THE TINIEST CREVICES.

CATAPHORESIS IS ALSO KNOWN AS CATHODIC ELECTRODEPOSITION.

IT'S AN AUTOMATED METHOD OF COATING

THROUGH COMPLETE IMMERSION.

THE LIQUID IS A CHARGED ELECTRIC FIELD,

WHILE THE BODY SHELL HAS THE OPPOSITE CHARGE.

THE TWO CHARGES ATTRACT EACH OTHER,

MEANING THE COATING ADHERES

TO EVERY PART OF THE BODY'S SURFACE.

THE PROTECTIVE PROCESS IS COMPLETED WITH A SEALING

AND UNDERBODY TREATMENT.

ONCE THESE COATINGS HAVE FULLY CURED,

THE CAR MOVES THROUGH A SET OF ENORMOUS ROLLERS

LINED WITH OSTRICH FEATHERS,

WHICH HAVE A NATURAL OIL THAT ATTRACTS DUST.

IT'S VITAL THAT THE BODY SHELL SURFACE

BE AS CLEAN AS POSSIBLE

BEFORE CONTINUING THROUGH THE PAINT SHOP.

IN THIS DUST-FREE BOOTH, SPECIALIZED,

PREPROGRAMMED ROBOTIC ARMS EQUIPPED WITH SPRAY NOZZLES

APPLY THE WATER-BASED COLOR COAT.

ONCE THIS LAYER HAS PROPERLY CURED,

ROBOTS WILL COVER THE BODY WITH A TRANSPARENT COATING

TO HELP PROTECT THE BASE COLOR COAT.

TRAINED TECHNICIANS METICULOUSLY INSPECT THE SURFACE

OF EVERY SINGLE BODY SHELL FOR FLAWS.

WITH THE PAINT JOB FINISHED,

THE DESIGN OF THE BODY SHELL COMES INTO SHARPER FOCUS.

THE FRONT OF THE CAR, FOR INSTANCE,

IS INSPIRED BY THE FAMED PONTOON FENDERS

OF THE 250 TESTA ROSSA,

ONE OF FERRARI'S MOST SUCCESSFUL RACE CARS.

A SECOND TECHNICIAN USES A SPECIALIZED DEVICE

TO MEASURE THE DEPTH OF THE PAINT,

WHICH MUST HAVE A MINIMUM THICKNESS OF 200 MICRONS.

THE FULLY ASSEMBLED AND PAINTED BODY SHELL

IS NOW READY TO MEET ITS POWERTRAIN,

AND POWERTRAINS ARE WHAT FERRARI DOES BEST.

Narrator: IT WAS THROUGH THE ENTRANCE TO THE CAR MAKER'S

FAMED MARANELLO FACTORY

THAT THE FIRST FERRARI ROLLED OUT IN 1947.

SINCE THEN, FERRARI HAS BEEN THE ONLY SPORTS CAR MANUFACTURER

IN THE WORLD TO DESIGN,

ENGINEER, AND PRODUCE ALL OF ITS OWN ENGINES IN-HOUSE.

MARANELLO IS THE ONLY FACILITY IN THE WORLD

THAT CONTROLS THE ENTIRE ENGINEERING

AND MANUFACTURING PROCESS.

THIS ENGINE BLOCK, FOR INSTANCE,

WAS CAST IN THE MARANELLO ALUMINUM FOUNDRY AND MACHINED

IN ITS MECHANICAL MACHINING DEPARTMENT.

THE PLANT HAS TWO ENGINE ASSEMBLY LINES --

ONE FOR V8s AND ONE FOR V12s.

HERE ON THE V8 LINE, A TECHNICIAN OILS THE BORES

BEFORE LOADING THE PISTONS.

AN AUTOMATED QUALITY CONTROL SYSTEM PHOTOGRAPHS

EACH PISTON TO ENSURE IT'S BEEN PROPERLY INSERTED

INTO THE CORRECT CYLINDER BANK.

A TECHNICIAN FLIPS THE ENGINE BLOCK 180 DEGREES

BEFORE CAREFULLY POSITIONING A REGISTER TEMPLATE.

THIS WILL HOLD THE ENDS OF THE CONRODS APART

AS HE SPRAYS OIL ON THE BEARINGS.

ONCE HE'S FINISHED THE OILING PROCEDURE,

HE CAN THEN INSTALL THE CRANKSHAFT.

THE STEEL CRANKSHAFT IS ONE OF THE FEW ENGINE COMPONENTS

THAT ISN'T FORGED IN THE MARANELLO FOUNDRY.

BUT FERRARI DOES SPEND 35 DAYS MACHINING,

HEAT TREATING, AND FINISHING THE COMPONENT.

THE TECHNICIAN POSITIONS A TEMPLATE

THAT HOLDS THE CRANKSHAFT IN PLACE

WHILE HE ADDS THE CONROD CAPS.

THESE HE POSITIONS ONE BY ONE

BEFORE TORQUING THEM SECURELY IN PLACE AROUND THE CRANK.

A TEAM MEMBER ATTACHES A SPECIALIZED DEVICE

AND USES IT TO ROTATE THE CRANKSHAFT,

MOVING THE PISTONS THROUGH THEIR BORES

AND ENSURING THE INSTALLATION HAS BEEN SUCCESSFUL.

WITH THE GASKET IN POSITION,

A TECHNICIAN NOW INSTALLS THE CYLINDER HEAD.

AS WITH THE REST OF THE ENGINE,

THIS ALUMINUM COMPONENT WAS CAST

AND MACHINED BY FERRARI IN-HOUSE.

THE ALUMINUM CAM COVER WITH CAM SHAFTS ALREADY IN PLACE

IS READY FOR INSTALLATION.

FERRARI USES BETWEEN 5 AND 7 TONS OF ALUMINUM ALLOY

PER DAY IN THEIR FOUNDRY.

EACH CASTING REQUIRES 8 TO 12 DIFFERENT

SAND CORES TO PRODUCE.

A TECHNICIAN BRINGS THE ALUMINUM TIMING CHAIN COVER

TO THE ENGINE, WHERE HE ALIGNS AND INSTALLS IT.

HE APPLIES A SPECIALIZED GREASE

TO BOLT STUDS TO ENSURE THE CORRECT TORQUE IS APPLIED

WHEN SUBSEQUENTLY TIGHTENING THE RETAINING NUTS.

HE POSITIONS A GUIDE OVER THE COVER.

THIS SHOWS THE CORRECT ORDER IN WHICH INSERTION

AND TORQUING SHOULD OCCUR.

THE ORDER IS IMPORTANT TO ENSURE

THAT THE GASKETS ARE UNIFORMLY SEALED

AND TO REDUCE THE RISK OF OVERTIGHTENING

ANY SINGLE BOLT.

A TECHNICIAN INSTALLS THE INJECTOR RAIL

FOR THE DIRECT INJECTION SYSTEM.

THE RAIL INJECTS HIGHLY PRESSURIZED GASOLINE

INTO THE COMBUSTION CHAMBER OF EACH CYLINDER.

THIS LEADS TO INCREASED FUEL EFFICIENCY

AND POWER OUTPUT.

AFTER MANUALLY SNUGGING THE ATTACHMENT BOLTS,

HE USES A DEVICE TO TIGHTEN THEM TO THE SPECIFIED TORQUE.

THE PIPE HE ATTACHES TO THE FUEL RAIL

IS CAPABLE OF HANDLING HIGHLY PRESSURIZED MATERIAL.

THE OTHER END CONNECTS TO THE FUEL PUMP

THAT PRESSURIZES THE GASOLINE.

NEXT, HE BRINGS THE WIRING HARNESS

FOR THE EIGHT IGNITION COILS TO THE ENGINE

AND BEGINS PLUGGING IT IN.

HE CLAMPS IT AT KEY ATTACHMENT POINTS

TO ENSURE THE WIRING DOESN'T SHIFT OUT OF POSITION.

A TECHNICIAN INSTALLS ONE OF THE ENGINE'S

TWO TWIN-SCROLL TURBOCHARGERS.

FERRARI ADDED TURBOS TO THE CALIFORNIA T

IN 2014 TO BOOST THE CAR'S EFFICIENCY AND POWER.

TURBOCHARGERS USE THE EXHAUST GAS

FROM THE ENGINE TO SPIN A TURBINE,

WHICH TURNS A COMPRESSOR,

DRIVING EXTRA AIR INTO THE CYLINDERS.

THE CAR MAKER SOURCES THESE COMPONENTS

FROM THE JAPANESE MANUFACTURER I.H.I.

THE CATALYTIC CONVERTER,

EXHAUST, AND INTERCOOLER AIR INTAKE ARE ALL IN PLACE.

THE INNOVATIVE EXHAUST HEADER

AND OTHER HIGH-TECH ADVANCES HELP OVERCOME THE TURBO LAG

AND SLOW THROTTLE RESPONSE

THAT USUALLY ACCOMPANY THESE AMAZING TURBOCHARGED ENGINES.

Narrator: THE CALIFORNIA T DRIVETRAIN

IS A STATE-OF-THE-ART POWERHOUSE,

WHICH INCLUDES AN F1 DUAL-CLUTCH,

SEVEN-SPEED GEARBOX AND MULTILINK REAR SUSPENSION.

POWERTRAIN ASSEMBLY, WHICH TAKES 2 1/2 HOURS,

IS DONE ON A SUBASSEMBLY LINE,

PARALLEL TO THE GENERAL ASSEMBLY LINES.

HERE, TECHNICIANS USE A HYDRAULIC LIFT

TO HELP THEM MOUNT THE GEARBOX

IN A REAR TRANSAXLE LAYOUT,

A POSITION WHICH OPTIMIZES WEIGHT DISTRIBUTION

THROUGHOUT THE CAR.

TOQUE CONTROL DRIVERS ENSURE FASTENERS ARE TIGHTENED

TO THE CORRECT PARAMETERS.

THE F1-TYPE GEARBOX HAS BEEN MODIFIED

FOR PERFORMANCE AND EFFICIENCY.

SO WHILE THE 2016 CALIFORNIA T

CAN ACCELERATE TO 60 MILES PER HOUR IN UNDER 3.6 SECONDS,

FUEL CONSUMPTION IS DOWN 15 PERCENT FROM PREVIOUS MODELS.

A TECHNICIAN NOW INSTALLS THE REAR HUBS

WITH AXLES AND MULTILINK SUSPENSION SYSTEMS.

UNLIKE OLDER, HEAVIER FORMS OF INDEPENDENT

REAR SUSPENSION SYSTEMS LIKE SWING AXLE,

TRAILING ARM, OR MACPHERSON STRUT,

A MULTILINK SYSTEM USES SEVERAL SHORT LINKS

TO ATTACH THE HUB TO THE SUBFRAME.

THE LINKS ARE DESIGNED TO ALLOW THE WHEEL

TO TRAVEL UP AND DOWN OVER BUMPS

WITHOUT ALTERING ITS TILT OR CAMBER ANGLE.

THIS IN TURN LEADS TO BETTER TRACTION AND HANDLING.

WITH THE REAR SUSPENSION IN PLACE,

THE POWERTRAIN SUB-ASSEMBLY ADVANCES

TO THE NEXT STATION WHERE IT WILL MEET ITS CENTERPIECE.

TECHNICIANS USE A HOIST TO BRING THE ENGINE TO THE SUB-ASSEMBLY.

WITH THE HELP OF THE HOIST,

THEY INSERT THE V8 INTO THE SUBFRAME,

ENSURING IT ALIGNS CORRECTLY WITH THE OPENINGS

FOR THE FIXING BOLTS.

FOR 80 PERCENT OF THE BOLTS IN THE CALIFORNIA T,

MEMBERS OF THE FERRARI ASSEMBLY TEAM

USE ELECTRONIC DRIVERS,

WHICH AUTOMATICALLY CONTROL THE TORQUE AND ANGLE,

AS THEY TIGHTEN FASTENERS IN PLACE.

A TECHNICIAN INSTALLS A HOSE WHICH WILL MOVE COOLANT

TO AND FROM THE GEARBOX'S OIL RADIATOR.

AS ASSEMBLIES MOVE DOWN THE LINE,

TEAM MEMBERS SWITCH SEAMLESSLY FROM ONE MODEL TO THE OTHER.

THE V8 LINE ALONE HAS PRODUCED AS MANY

AS SIX DIFFERENT FERRARI MODELS SIMULTANEOUSLY.

LONGER HOSES WILL ALLOW COOLANT TO TRAVEL BACK

AND FORTH FROM THE ENGINE TO THE RADIATOR.

A TECHNICIAN INSTALLS AND CLAMPS THEM SECURELY IN POSITION.

THE ASSEMBLY MOVES FORWARD ON THE AUTOMATED TRACK

EVERY 19 MINUTES, ALLOWING AMPLE TIME

FOR WORKERS AT EACH STATION TO COMPLETE THEIR TASKS.

THIS FEATURE IS MEANT TO ENSURE OPTIMAL QUALITY.

BEFORE INSTALLING THE TORQUE TRANSFER,

A HEAT SHIELD GOES IN TO PROTECT IT

FROM THE EXHAUST PIPES.

MADE OF STEEL, THE TORQUE TUBE IS HOLLOW TO REDUCE WEIGHT.

IT TRANSFERS TORQUE FROM THE ENGINE TO THE TRANSAXLE.

THIS CONFIGURATION ALLOWS THE ENGINE

TO MAINTAIN ITS POSITION IN THE MID-FRONT OF THE CAR

FOR GOOD WEIGHT DISTRIBUTION

WHILE SENDING TORQUE TO THE REAR WHEELS FOR OPTIMAL POWER.

A SPECIALIZED CLAMPING SYSTEM HOLDS THE TUBE IN PLACE

AS AN AUTOMATED WRENCH TIGHTENS THE FASTENER.

THE FERRARI'S EXHAUST SYSTEM HAS TWO FINAL SILENCERS,

ONE FOR EACH OF THE ENGINE'S CYLINDER BANKS.

THESE SILENCERS ENSURE A QUIET RIDE AROUND TOWN

AND AT CRUISING SPEEDS.

BUT WHILE THIS POWERTRAIN IS DESIGNED FOR QUIET LUXURY,

IT'S ALSO BUILT FOR SPEED.

GUN THE ENGINE AND BYPASS VALVES OPEN IN THE EXHAUST SYSTEM.

THIS BOOSTS PERFORMANCE BY REDUCING BACKPRESSURE

AND LETS THE CALIFORNIA T

SOUND LIKE AN OLD-SCHOOL FERRARI.

Narrator: FERRARI INAUGURATED ITS VEHICLE ASSEMBLY AREA IN 2008.

DESIGNED BY ARCHITECT JEAN NOUVEL,

THE 226,000-SQUARE-FOOT FACILITY

HOUSES THE V8 ASSEMBLY LINES ON THE GROUND FLOOR

AND THE V12s ABOVE.

ONCE THE SOUND AND HEAT INSULATION HAS BEEN APPLIED,

TECHNICIANS INSTALL THE HARNESS,

WHICH IS MADE UP OF 1,640 YARDS

OF WIRING AND INCLUDES 300 CONNECTORS.

FERRARI BUILDS THE CALIFORNIA T'S DASHBOARD

ON A PARALLEL SUBASSEMBLY LINE.

UPSTAIRS, THE IN-HOUSE UPHOLSTERY DEPARTMENT

TRIMS THE ENTIRE COCKPIT.

THE UPHOLSTERY TEAM INCLUDES 40 HIGHLY SPECIALIZED CRAFTSPEOPLE.

15 STANDARD LEATHER COLORS ARE AVAILABLE

TOGETHER WITH A RANGE OF ALCANTARA AND OTHER MATERIALS.

A TECHNICIAN INSTALLS THE STEERING WHEEL

USING A SPECIALIZED TOOL TO CENTER IT.

THE PADDLE SHIFTERS, NOW A STANDARD FEATURE

ON MANY HIGH-END CARS,

WERE INVENTED BY FERRARI FOR ITS 1989 F1 CAR.

A TEAM MEMBER USES A WHEELED HOIST SYSTEM TO MOUNT

ONE OF THE FRONT HUB ASSEMBLIES,

WHICH INCLUDES THE DOUBLE WISHBONE SUSPENSION

AND THE BREMBO CARBON-CERAMIC BRAKES.

A HANDHELD AUTOMATED WRENCH ALLOWS HIM

TO FASTEN BOLTS IN TIGHT PLACES.

THE COMPLETED POWERTRAIN TRAVELS ON AN AUTOMATIC

GUIDED VEHICLE THAT FOLLOWS

AN ELECTROMAGNETIC FIELD EMBEDDED IN THE FLOOR.

REACHING THE GENERAL ASSEMBLY LINE,

THE GUIDANCE SYSTEM POSITIONS THE POWERTRAIN PRECISELY

UNDER THE WAITING CALIFORNIA T BODY.

THE POWERTRAIN RISES TO MEET THE DESCENDING BODY

AND TEAM MEMBERS ATTACH THE SUBFRAMES

TO THE CHASSIS WITH A TOTAL OF 38 BOLTS.

A TECHNICIAN USES A SPECIALIZED HYDRAULIC ARM

TO PICK UP A WHEEL AND BRING IT TO A FRONT HUB,

WHERE HE MOUNTS IT, INSTALLS THE LUG NUTS,

AND TIGHTENS THEM ALL SIMULTANEOUSLY WITH

A TORQUE-CONTROLLED DEVICE.

CUSTOMERS CAN OPT FOR PARTLY ELECTRIC

OR FULLY ELECTRIC SEATS,

WITH MULTIMEMORY SETTINGS

AND HEATING AND COOLING FUNCTIONS.

THE SEAT'S UPHOLSTERY CAN BE FULLY PERSONALIZED.

FERRARI CREATED THE FIRST RETRACTABLE

HARDTOP ROOF OF ITS KIND FOR THE 2008 CALIFORNIA T.

THE LIGHTWEIGHT ALUMINUM FOLDING MECHANISM OCCUPIES LITTLE SPACE

WHEN STORED IN THE REAR.

THE AUTOMATED SYSTEM CAN RETRACT

AND STORE THE ROOF IN JUST 14 SECONDS.

A SPECIALIZED ROBOT ARM READS THE POSITION OF THE WINDSHIELD

AND PICKS IT UP.

THE MECHANISM THEN CLEANS THE PERIMETER OF THE GLASS

AND SPRAYS THAT AREA WITH A PRIMER WHICH QUICKLY DRIES.

THE ROBOT THEN APPLIES A THICK BEAD OF HIGH-TECH,

HIGH-VISCOSITY POLYURETHANE GLUE

BEFORE ALIGNING THE GLASS

WITH ITS FRAME AND INSTALLING IT,

HOLDING IT IN PLACE UNTIL THE GLUE IS STABLE.

ON A PARALLEL SUBASSEMBLY LINE,

TECHNICIANS MOUNT THE WINDOW, RUNNERS, AND ELECTRONICS

ON THE ALL-ALUMINUM DOORS

BEFORE THEY GO TO GENERAL ASSEMBLY.

HERE, A TEAM MEMBER INSTALLS THE LEFT-FRONT DOOR.

THE LEATHER TRIM PANELS ARE LEFT OFF

TO PREVENT DAMAGE.

THE PRANCING HORSE DERIVES FROM A SIMILAR IMAGE

ON THE FUSELAGE OF THE PLANE PILOTED

BY HEROIC WORLD WAR I PILOT FRANCESCO BARACCA.

BARACCA'S PARENTS SUGGESTED

FERRARI PUT THE PRANCING HORSE ON HIS CARS FOR GOOD LUCK.

THE CLEAR DIVISION BETWEEN DASH AND TUNNEL

AND THE ROUND AIR VENTS

ARE DISTINCTIVE FERRARI FEATURES.

IT CAN TAKE FIVE DAYS TO UPHOLSTER THIS INTERIOR.

IN POSITION, THE HARDTOP REDUCES WIND NOISE

AND DRAG BETTER THAN A SOFT TOP.

BUT ON A WARM, SUNNY DAY,

IT'S HARD TO RESIST THE URGE TO STOW IT AWAY.

INSIDE, THE CALIFORNIA T MAY LOOK LIKE

A LEATHER-TRIMMED LUXURY PALACE,

BUT OUTSIDE, ITS SLEEK LINES INDICATE ITS RACING HERITAGE.

THOSE PONTOON-STYLE FENDERS

DON'T JUST RECALL THE FAMOUSLY FAST TESTA ROSSA

FOR AESTHETIC REASONS.

THE CALIFORNIA T IS A GRAND TOURER

THAT CAN SPRINT LIKE A SPORTS CAR.

ITS TURBOCHARGED V8 DEVELOPS 553 HORSEPOWER AT 7,500 RPMs

AND SPURS THE PRANCING HORSE

FROM 0 TO 60 IN JUST UNDER 3.6 SECONDS.

OF COURSE, FERRARIS ARE LEGENDARY

FOR THEIR SPEED AND POWER,

BUT THE CALIFORNIA T ISN'T JUST DESIGNED

TO BURN UP THE HIGHWAY.

IT ALSO EXCELS AT SEDATE MOTORING.