How It's Made: Dream Cars (2013) s01e07 Episode Script

Narrator: TODAY, ON
"HOW IT'S MADE: DREAM CARS,"
THE WIESMANN GT MF5,
TAILOR-MADE
TO STICK TO THE ROAD.
-- Captions by VITAC --
CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS
WIESMANN'S PRODUCTION FACILITY
IS LOCATED IN NORTHWEST GERMANY.
THE BUILDING'S DESIGN
EVEN INCORPORATES
THE BRAND'S GECKO LOGO.
BROTHERS MARTIN
AND FRIEDHELM WIESMANN
INTRODUCED THEIR FIRS
PROTOTYPE, A ROADSTER,
WHEN THE COMPANY MADE ITS DEBUT.
SINCE THE COMPANY'S LAUNCH,
THE WIESMANN BRAND
HAS ADDED A NUMBER OF NEW,
CONCEPTUAL, AND RACE-READY CARS
TO THE LINEUP,
GARNERING INTERNATIONAL PRAISE.
FIRST PRODUCED IN 2003,
THE GT MF4 ROADSTER
IS A SHINING EXAMPLE
OF THE SMALL YET ECLECTIC ARRAY
OF VEHICLES
THAT EXUDE POWER,
REFRESHING DESIGN, AND ELEGANCE.
THE PREDECESSOR TO GT MF4 AND 5
WAS THE ACCLAIMED MF3,
DISCONTINUED
AFTER AN 18-YEAR RUN
THAT STARTED IN 1993.
THIS COMMEMORATIVE MODEL
IS POWERED
BY A 3.2-LITER,
6-CYLINDER ENGINE
THAT OUTPUTS 338 HORSEPOWER.
IT CAN GO FROM ZERO TO 60
IN 4.9 SECONDS
WITH A TOP SPEED
OF 158 MILES PER HOUR.
ANYONE WHO GETS BEHIND THE WHEEL
OF THE WIESMANN GT MF5
WILL IMMEDIATELY NOTICE
THAT IT'S A CHARISMATIC
AND POWERFUL CAR,
BOASTING WIDE,
SWEEPING WHEEL CASINGS
AND A LOW-CROUCHING BODY.
IT MAKES ANY DRIVER
FEEL CONNECTED TO THE ROAD
WITH AN IMPRESSION
OF UNLIMITED ENGINE POWER
AT THE TIP OF YOUR FINGERS.
THE ALUMINUM MONOCOQUE CHASSIS
IS COMPOSED OF 111 PARTS
COATED WITH
CATHODIC DIP PAINTING,
WHICH ARE BONDED
WITH STAINLESS-STEEL RIVETS
AND POLYURETHANE ADHESIVE.
A TECHNICIAN INSTALLS
A REACTIVE ADHESIVE
IN AND AROUND THE CHASSIS.
THE ADHESIVE IS DESIGNED
TO GLUE TOGETHER METALLIC PARTS.
THE GLUE REQUIRES CURING
FOR 24 HOURS
AT ABOUT 70 DEGREES FAHRENHEIT.
PUSHING THE CHASSIS PARTS
CLOSER TOGETHER,
THE TECHNICIAN INSERTS
STAINLESS-STEEL RIVETS
TO PERMANENTLY FASTEN
THE CHASSIS.
TO SOLIDIFY THE EXPANSIVE BOLTS,
THE TECHNICIAN
USES A SERVO-DRIVEN TOOL
FOR UNCOMPROMISED REPEATABILITY
AND QUALITY
OF WATER-TIGHT JOINTS.
IN ANOTHER SECTION
OF THE FACTORY,
FIBERGLASS PARTS SUCH AS
THE ENGINE COVER ARE BUILT.
A TECHNICIAN
USES A SMALL PAINT ROLLER
TO APPLY THE PRIMARY LAYER
OF GEL COAT INTO A PANEL MOLD.
GEL COAT IS A HARD POLYESTER
RESIN COATING
THAT IS APPLIED
TO PROVIDE A SMOOTH, GLOSSY,
PROTECTIVE SURFACE.
USING A WET FILM
THICKNESS GAUGE,
THE TECHNICIAN MEASURES
THE GEL COAT IN MICRONS
FOR PRECISION.
A TECHNICIAN USES
A SMALL FOAM PAINT ROLLER
TO COVER THE NON-WOVEN
FIBERGLASS LAYER
IN TWO TO THREE COATS
OF POLYESTER RESIN.
EACH FIBERGLASS LAYER
IS VERY THIN
AND SPREAD OVER THE RESIN LAYER
AND MOLD.
THE FIBER SHEETS
MAY LOOK FRAGILE,
BUT THEY ARE STRONGER THAN STEEL
AND WILL NOT STRETCH,
BURN, OR ROT.
FIBERGLASS IS
ALSO EXTREMELY LIGHTWEIGHT,
MAKING IT AN IDEAL CHOICE
FOR A SPORTS CAR'S BODY SHELL
AND MANY PARTS.
HE APPLIES ANOTHER LAYER
OF FIBERGLASS FABRIC WITH RESIN
AND BRUSHES THEM
INTO THE MOLD'S CAVITIES.
HE CONTINUES TO APPLY THE
FIBERGLASS FABRIC WITH A ROLLER,
REMOVING ANY AIR BUBBLES.
ONCE COMPLETE,
THE FIBERGLASS COVER
SITS TO DRY.
THE FIBERGLASS COVER'S MADE UP
OF FLEXIBLE,
NON-WOVEN FIBERGLASS,
FIBERGLASS MAT,
AND TWO LAYERS
OF FIBERGLASS FABRIC.
THE TECHNICIAN FLIPS THE MOLD
OVER TO INSPECT BOTH SIDES,
ENSURING ACCURACY,
QUALITY CONTROL,
AND COMPLETE SMOOTHNESS.
FABRICATED IN THE SAME METHOD
AS THE ENGINE COVER,
THE DASHBOARD
IS MADE OF FIBERGLASS
AND IS ESSENTIAL
TO THE VEHICLE'S COCKPIT,
WITH DEDICATED CLUSTERS
FOR OPERATIONS INDICATORS,
AN AUDIO SYSTEM,
AND CLIMATE-CONTROL GAUGES.
A TECHNICIAN SAWS AWAY THE
UNNECESSARY FIBERGLASS PIECES
USING A HANDHELD VACUUM SAW.
USING A VARIETY
OF HOLE-CUTTING SAWS,
THE TECHNICIAN CREATES
MULTIPLE HOLES
FOR THE INSTALLATION
OF INDICATORS AND BUTTONS
LIKE THE SPEEDOMETER,
ODOMETER, FUEL MONITOR,
AND PUSH-START BUTTON.
ESSENTIAL TO THE CREATION OF
THE REAR BODY SHELL IS ITS MOLD.
MADE OF FIBERGLASS,
IT WEIGHS ABOUT 440 POUNDS
AND TOOK TWO WEEKS TO CONSTRUCT.
IN ANOTHER AREA,
TWO WORKERS
PUT A STRIP OF FOAM MATERIAL
WRAPPED IN TWO LAYERS OF
FIBERGLASS WITHIN THE MOLD
MADE FOR THE PRODUCTION
OF A CONVERTIBLE'S WINDSCREEN.
NEXT, A TECHNICIAN
LAYS DOWN A BONDING GLUE
BETWEEN THE LIME-COLORED FOAM
AND THE WINDSCREEN MOLD,
AS WELL AS ON THE EDGES.
THE WORKERS LOAD
A MATCHING COMPONEN
ONTO THE BOTTOM FIBERGLASS MOLD
AND ADD A LITTLE PRESSURE
TO SET IT IN PLACE.
THEY POSITION F-CLAMPS TO HOLD
THE COMPOSITE MOLD IN POSITION.
THE MOLD REMAINS STATIONARY
AS IT CURES FOR 24 HOURS
AT ROOM TEMPERATURE
BEFORE A HEAT-CURING TREATMENT.
WHEN THE WINDSCREEN FRAME
IS REMOVED FROM THE MOLD,
IT WILL STAND IN A CURING ROOM
FOR TWO DAYS.
AT A SEPARATE PAINT SHOP,
WORKERS SAND, GRIND,
AND CONDITION
THE FRONT-END BODY SHELL,
SMOOTHING AND PREPARING
THE SURFACE FOR FRESH PAINT.
IN A NEIGHBORING ROOM,
A PAINT TECHNICIAN
CAUTIOUSLY APPLIES
A COAT OF PAINT TO THE PANEL.
THE CLEAR COAT IS A GLOSSY
AND TRANSPARENT COATING
THAT FORMS THE FINAL INTERFACE
WITH THE ENVIRONMENT.
IT'S DURABLE ENOUGH
TO RESIST ABRASION
AND CHEMICALLY STABLE ENOUGH
TO WITHSTAND U.V. LIGHT.
ANOTHER TECHNICIAN SANDS
AND POLISHES THE SURFACE
FOR FURTHER SMOOTHNESS
AND BEAUTIFICATION.
HE ALSO APPLIES
A RUBBING COMPOUND
FORMULATED
FOR THE PAINTED PANEL,
WHICH WILL GIVE I
A NEAR-PERFECT GLOSSY FINISH.
USING A SOFT, PLIABLE CLOTH,
HE WIPES THE SURFACE CLEAN
WHERE THE FRONT END
OF THIS WIESMANN SPORTS CAR
BEGINS TO TAKE SHAPE AND SHINE.
Narrator: WIESMANN USES
THE IMAGE OF A GECKO LIZARD
TO PORTRAY A SYMBOL
OF QUALITY AND EXCELLENCE.
GECKOS ARE VOCAL REPTILES WITH
ADHESIVE PADS ON THEIR FEET.
FOR WIESMANN,
THEIR CARS STICK TO THE ROAD
LIKE GECKOS TO A WALL.
NO SPORTS CAR IS COMPLETE
WITHOUT A BADGE
OR HOOD ORNAMENT,
WHICH ADDS MYSTIQUE
TO ITS IDENTITY.
HERE'S HOW THIS AUTOMAKER'S
LITTLE LIZARD IS MADE.
AT A PRIMARY STATION,
A TECHNICIAN REMOVES A GECKO
EMBLEM MADE OF A WAX COMPOSITION
FROM A HIGH-DENSITY FOAM MOLD.
AT AN ADJACENT WORK TABLE,
A TECHNICIAN ATTACHES
THE GECKO-SHAPED WAX FIGURINE
TO A CASTING TREE,
GROUPING I
WITH OTHER STATUETTES.
AFTER BEING MOVED
INTO A SMALL, PERFORATED FLASK,
THE CASTING-TREE FLASK
IS PLACED INTO A LARGE
CONTAINMENT CYLINDER
OF A CERAMIC MIXER MACHINE.
A WORKER UNLOADS A PAIL
FULL OF CERAMIC POWDER
INTO THE UPPER PROCESSING
CONTAINER.
THE LARGE CONTAINER
IS MOVED OVER THE FLASKS
AND CLAMPED SHUT.
THE CONTAINER IS COVERED
WITH A PLEXIGLASS CAP
WHILE A LARGE STIRRING ARM
BEGINS CHURNING THE POWDER
WITHIN THE LARGE CHAMBER.
IN A SHORT AMOUNT OF TIME,
THE MIXER PRODUCES
A HOMOGENEOUS SUBSTANCE.
WHEN THE MIXING IS COMPLETE,
THE TECHNICIAN
RELEASES THE LARGE CONTAINER.
THIS REVEALS THE FLASK FILLED
WITH THE CERAMIC POWDER,
CREATING A CRUCIBLE INTERLACED
WITH THE WAX CASTING TREE.
NEXT IS
THE LOST WAX CASTING PROCESS.
A TECHNICIAN DEPOSITS
SMALL INGOTS OF BRASS
INTO THE MELTING CHAMBER
OF A VACUUM-PRESSURED
CASTING MACHINE.
THE TECHNICIAN
CLOSES THE CHAMBER COVER,
WHERE IT HEATS TO BE FILLED
WITH A CASTING METAL.
THE BRASS INGOTS
ARE MIXED AND MELTED
AT 1,650 DEGREES FAHRENHEIT.
IN THE MEANTIME,
THE TECHNICIAN USES TONGS
TO PLACE THE PERFORATED FLASK
INTO THE LOWER VACUUM CHAMBER.
HE PLACES A FILLING CONE
OVER THE FLASK
AND SLIDES THE VACUUM CHAMBER
UNDERNEATH THE MELTING CHAMBER.
IN THE CASTING PROCESS,
THE CERAMIC CRUCIBLE
IS SET UNDER PRESSURE
AND THE FLASK UNDER VACUUM.
THE WAX CASTING TREE
IS MELTED AWAY,
LEAVING GECKO-SHAPED MOLDS
WITHIN THE CRUCIBLE.
THE DIFFERENCE OF PRESSURE
LEADS THE LIQUID BRASS METAL
INTO THE FINEST RAMIFICATIONS
OF THE CRUCIBLE
AND INTO THE EMBLEM'S FORM.
ONCE THE CASTING PROCESS
IS COMPLETE,
THE METAL COOLS
FOR THREE MINUTES.
AFTERWARD, THE TECHNICIAN
OPENS THE VACUUM CHAMBER
AND MOVES THE FLASK
TO ANOTHER WORKBENCH
FOR THE WASHING CYCLE.
AFTER A FEW MINUTES IN A SMALL,
HIGH-PRESSURE WASHING UNIT,
THE CERAMIC LAYER IS RINSED TO
REVEAL THE BRASS CASTING TREE.
USING A STATIONARY POWER SAW,
EACH EMBLEM IS REMOVED
FROM THE CASTING TREE
AND PLACED ONTO A PRODUCTION
TRAY FOR FURTHER PROCESSING.
A TECHNICIAN GRINDS THE EMBLEM
AGAINST A MOTORIZED SANDER
TO REMOVE ANY EXCESS MATERIAL,
CREATING A SMOOTH AND EVEN
FINISH ALONG THE EDGES.
USING A HANDHELD GRINDER,
HE REMOVES MORE EXCESS MATERIAL
WITH METICULOUS DELICACY,
GETTING AT HARD-TO-REACH PLACES.
AFTERWARD,
THE BRASS EMBLEM IS POLISHED
ON ALL ENDS AND EVERY EDGE,
OFFERING A STRONG GLOW.
BUT FOR A MORE POLISHED LOOK,
THE EMBLEM IS CHROME-PLATED
LATER ON.
MANUFACTURED BY HAND
AND RUNNING THROUGHOUT THE CAR
ARE THE WIRE HARNESSES,
WHICH IS AN ASSEMBLY OF CABLES
THAT RELAY SIGNALS
OR ELECTRICAL POWER
TO A VARIETY OF COMPONENTS.
A SPECIALIST CREATES
THE ELECTRIC WORK FROM SCRATCH
USING A LARGE ASSEMBLY BOARD
WITH NAILS
TO MEASURE WIRING LENGTH
AND ACCURATE POSITIONING.
HIS TASK OF SELECTING
THE PROPER WIRES
WILL EVENTUALLY LEAD
TO THE CONTROL OF FUNCTIONS
LIKE STARTING THE ENGINE,
LIGHTING, METERS,
AND OTHER VEHICLE DEVICES.
CREATING THE WIRE HARNESS
FOR ONE VEHICLE
TAKES FOUR DAYS OF ASSEMBLY
DUE TO THE MANY DIFFEREN
PRODUCTION PROCESSES INVOLVED.
THE WIRES ARE COMPOSED OF COPPER
WITH PLASTIC COVERINGS
AND HAVE A HEAT RESISTANCE OF
AROUND 210 DEGREES FAHRENHEIT.
THE HARNESS IS ASSEMBLED
ONTO A PIN BOARD
ACCORDING
TO THE DESIGN SPECIFICATION.
AFTER FITTING ANY PROTECTIVE
SLEEVES OR CONDUIT,
THE HARNESS IS SHIPPED
TO ANOTHER WORK STATION
TO BE FITTED INTO THE VEHICLE.
IN TOTAL, THE WIESMANN GT MF5
WIRE HARNESS
IS COMPOSED OF 587 WIRES
WITH A TOTAL LENGTH
OF 3,800 FEET.
Narrator:
MANUFACTURER-APPROVED COWHIDES
BOUGHT FROM
CERTIFIED CATTLE HERDS
ARE USED FOR THE COCKPI
OF THE WIESMANN GT MF5.
FIVE TO SIX HIDES ARE USED
TO CREATE THE 100 LEATHER PIECES
REQUIRED TO FURNISH
ONE DASHING INTERIOR.
IN THE UPHOLSTERY SECTION
OF THE FACTORY,
COCKPIT LEATHER COLOR IS CHOSEN
ACCORDING TO CUSTOMER CHOICE,
WITH 4,000 COMBINATIONS OFFERED.
ON THIS UPHOLSTERY WORK TABLE,
A LEATHER WORKER
CHECKS THE MATERIAL
AND IDENTIFIES ANY IMPERFECTIONS
WITH A WAX MARKER.
ANY DAMAGED AREAS ARE CIRCLED
AND ELIMINATED FROM THE PROCESS.
HE PLACES A THIN CARDBOARD
CUTTING TEMPLATE
ONTO THE LEATHER MATERIAL
AND TRACES AROUND AND AWAY
FROM ANY DAMAGED AREAS
TO MAXIMIZE THE USE
OF THE MATERIAL.
EVERY STEP IS DONE CAREFULLY
BY HAND,
USING A SERIES OF TRADITIONAL
AND HIGH-QUALITY
LEATHER-WORKING HAND TOOLS.
USING TRIMMER SHEARS,
THE LEATHER WORKER CUTS
THE STENCILED LEATHER
INTO ITS PROPER PORTION SIZE.
USING TRIMMER SHEARS
IS QUITE UNCOMMON
IN AUTOMOTIVE MANUFACTURING,
SINCE MOST CAR MAKERS
USE AUTOMATED CUTTING MACHINES
OVER CONVENTIONAL TOOLS.
THIS STEP IS REPEATED
SEVERAL TIMES,
CREATING VARIOUS
HANDCRAFTED TRIM SECTIONS.
ONCE ALL THE LEATHER MATERIAL
IS CUT,
CERTAIN SECTIONS ARE PLACED
UNDER A FABRIC
STAMP-PUNCH MACHINE,
WHICH STAMPS THE AUTOMAKER'S
STYLIZED GECKO LOGO
INTO THE LEATHER.
THE STAMP WILL SOON RECEIVE
COMPLEMENTING STITCHING
WITHIN THE IMPRIN
TO ILLUSTRATE THE EDGY ICON.
WHEN THE CUT PIECES
OF THE LEATHER MATERIAL
HAVE BEEN TRANSFERRED
FROM THE CUTTING TABLE,
THEY ARE BROUGH
TO A SEAMSTRESS STATION.
HERE IS WHERE THE PRECUT PIECES
ARE SEWN TOGETHER
WITH DOUBLE STITCHING
TO CONFORM TO THE DESIGN
OF THE TRIM FRAMES
AND THEIR FIBERGLASS COMPONENTS.
EVERY PIECE OF LEATHER
IS METICULOUSLY STITCHED,
PADDED, AND QUILTED
TO MATCH ANY CONSUMER'S DESIRE.
WHEN IT COMES TO THE LEATHER
WORK FOR THE CAR'S COCKPIT,
THERE IS AN IMPRESSIVE CHOICE OF
MORE THAN 400 TYPES OF LEATHER
IN EVERY POSSIBLE COLOR
AND FINISH,
ALONG WITH THE INCORPORATION
OF COLOR-COORDINATED STITCHING.
AT A WORK TABLE
IN THE UPHOLSTERY SHOP,
A TECHNICIAN SPRAYS
A HIGH-STRENGTH ADHESIVE
ONTO UPHOLSTERY FOAM
AND THE LOWER SECTION
OF THE CENTER STACKS FRAME.
HE PLACES A PIECE OF
UPHOLSTERY FOAM ONTO THE FRAME
AND REMOVES
ANY UNNECESSARY EXTRA PIECES
WITH A CUTTING BLADE.
HE THEN TRACES AN OUTLINE
USING A BLACK MARKER
AND CARDBOARD TEMPLATE.
IN THIS STEP,
THE LEATHER IS MATCHED
TO THE CORRESPONDING SECTIONS
OF THE INTERIOR.
USING A
HIGH-TEMPERATURE-RESISTANT GLUE,
HE BRUSHES THE GLUE
ONTO THE FOAM
AND UNDERNEATH
THE LEATHER MATERIAL.
AFTER THE LEATHER IS APPLIED
TO THE FOAM AND FRAME,
HE USES A SETTING TOOL
TO FURTHER AFFIX
THE STITCHED COMPONENTS.
MORE GLUE IS APPLIED
UNDERNEATH THE LEATHER PIECES
FOR ADHESION TO THE FRAME.
THE TECHNICIAN
WORKS METICULOUSLY
TO FIT THE LEATHER PATTERN
AGAINST THE FRAME
BEFORE THE GLUE DRIES.
HE CONTINUOUSLY SMOOTHES
THE LEATHER BY HAND
TO FIT THE PIECES INTO PLACE.
USING A SETTING TOOL,
HE PRESSES THE LEATHER
INTO GROOVES OF THE PANEL.
HE ADDS MORE GLUE ONTO THE FOAM.
ONCE THE GLUE IS APPLIED
TO ALL PERTINENT AREAS,
THE TECHNICIAN LOWERS
THE REMAINING PIECES OF LEATHER
ONTO THE FRAME
WHILE MATCHING THE COMPONENTS
FOR A PERFECT FIT.
HE ALSO CHECKS THE EDGES
FOR PERFECT ALIGNMENT.
ONCE THE WIESMANN GT MF5's
LEATHER
IS FITTED ONTO THE FRAME,
IT IS POLISHED
AND READIED FOR MORE.
Narrator: WHAT MAKES
THE WIESMANN GT MF5
A GREAT SUPERCAR?
HOW ABOUT THE USAGE OF
A LIGHTWEIGHT ALUMINUM CHASSIS?
MAYBE STATE-OF-THE-AR
INTERNAL PARTS
AND HANDMADE CONSTRUCTION?
PERHAPS THE RUNNING GEAR
MADE BY SUPPLIERS LIKE BMW,
FOR STARTERS?
WORKERS CONSTANTLY FORGE AHEAD,
ASSEMBLING EVERYTHING FROM
THE MONOCOQUE ALUMINUM CHASSIS
TO THE INSTALLATION OF THE
HIGH-PERFORMANCE RUNNING GEAR.
ANOTHER BMW CONTRIBUTION
TO THIS AMAZING SUPERCAR
IS THE SUSPENSION SYSTEM.
IT'S EQUIPPED WITH ALUMINUM
DOUBLE-WISHBONE SUSPENSION,
ALONG WITH
PERFORMANCE COIL SPRINGS
AND ANTI-ROLL BARS.
TWO WORKERS LIFT IN POSITION
THE TRANSMISSION UNI
ONTO THE ENGINE BLOCK.
THE TRANSMISSION SYSTEM
IS MANUALLY BOLTED
ONTO THE ENGINE BLOCK
USING A LARGE RATCHET.
PROVIDED BY BMW,
THIS V-8 TWIN-SCROLL,
TWIN-TURBO ENGINE
DELIVERS 555 HORSEPOWER
AND RUSHES FROM
ZERO TO 60 MILES AN HOUR
IN JUST 3.9 SECONDS.
AS A PERK, CUSTOMERS CAN WITNESS
ANY STAGE OF ASSEMBLY,
LIKE THE INSTALLATION
OF THE TURBO-CHARGED ENGINE.
WITH THE ASSISTANCE
OF AN AIR HOIST,
A WORKER LOWERS THE ENGINE
AND TRANSMISSION ASSEMBLY
INTO THE FRONTAL SECTION
OF THE VEHICLE'S FRAME,
WHILE ANOTHER WORKER
BELOW THE VEHICLE
AIDS IN INSTALLING
THE MAJOR COMPONENT.
THE MAJOR COMPONEN
ALSO HAPPENS TO BE
THE SAME MOTOR USED IN BMW's
HIGH-PERFORMANCE EXECUTIVE CARS,
THE M5 AND THE M6 COUPé.
BIT BY BIT,
RUNNING-GEAR PARTS ARE ATTACHED,
LIKE THE AIR-INTAKE CHAMBER
AND AIR FILTERS.
A TECHNICIAN APPLIES
A STRUCTURAL ADHESIVE
ONTO THE BACK END
OF THE CHASSIS COCKPIT SECTION
BEFORE THE ADDITIONAL BODY-SHELL
COMPONENT IS DELIVERED.
IT TAKES FOUR WORKERS
TO LIFT AND MANEUVER
THE CAR'S REAR BODY SHELL
AND SLIDE IT ONTO THE BACK
OF THE VEHICLE'S CHASSIS.
A TECHNICIAN SECURES AND FASTENS
THE BODY PARTS TO THE CHASSIS.
NEXT, HE CARRIES
THE DRIVER'S SIDE DOOR
AND MANUALLY FASTENS
THE UPPER AND LOWER HINGES
TO THE MAIN BODY
USING A SCREWDRIVER.
AFTERWARD, HE INSTALLS
THE DOOR'S ELECTRICAL WIRING
FOR MULTIPLE DOOR FUNCTIONS
INTO ITS PROPER PORTALS.
A TECHNICIAN MANUALLY INSTALLS
THE STEERING WHEEL
AND ITS ACCOMPANYING WIRING,
USING A RATCHET TO CONNECT THE
WHEEL TO THE STEERING COLUMN.
ALMOST READY FOR INSTALLATION
TO THE CHASSIS,
THE FRONT BODY SHELL
REQUIRES A FEW FINAL ELEMENTS,
INCLUDING THE CHROME-PLATED
GECKO EMBLEM.
A TECHNICIAN INSTALLS
THE HOOD ORNAMENT IN A SNAP.
ANOTHER ITEM THAT COMPLETES
THE IDENTITY OF THE CAR
IS THE CHROME GRILLE.
ONE WORKER HOLDS IT IN PLACE,
WHILE ANOTHER ATTACHES I
TO THE BODY SHELL.
THE WORKERS MOVE THE FRONTAL
BODY PANEL TO THE CHASSIS
TO ADD
TO THE VEHICLE'S ASSEMBLY.
EVERYTHING
IS TRANSPORTED MANUALLY,
AS THE FACTORY
DOESN'T USE TRANSFER BELTS
OR SPECIALIZED ROBOTS.
THE LEATHER WORKERS
PERFECT EVERY ROADSTER
BY CONTRIBUTING TO
THE HANDMADE CONVERTIBLE ROOF.
THIS FACTORY PRODUCES
FOUR CARS A WEEK
AND ROUGHLY 180 PER YEAR,
WITH 60 WORKERS
SPENDING UP TO 350 HOURS
ON ONE VEHICLE AT A TIME.
THE WIESMANN GT MF5 HAS
A FUTURISTIC-YET-CLASSIC DESIGN.
THE ENGINEERS DEVELOPED
A LIGHTWEIGHT,
HIGH-PERFORMANCE VEHICLE
THAT IS GRIPPING
IN BOTH THE LOOKS DEPARTMEN
AND IN THE FAST LANE.
THE VEHICLES
OF THE WIESMANN LINEUP
ARE STRIKINGLY ROBUST,
EXTREMELY EXTRAVAGANT,
AND UNFORGETTABLE.
WITH A WINNING FORMULA
OF SUPREME BMW ENGINES
WITH LIGHTWEIGH
FIBERGLASS BODIES,
THESE UNIQUE-LOOKING SUPERCARS
ARE MADE TO STICK TO THE ROAD
EVERY STEP OF THE WAY.
LESS THAN 30 YEARS YOUNG,
THIS GERMAN AUTOMAKER CONTINUES
TO MANUFACTURE HANDMADE VEHICLES
THAT CATER TO DRIVERS
LOOKING FOR THE BES
AND RAREST OF MODERN SUPERCARS.
IT'S FINE ART ON WHEELS,
ESTABLISHING WIESMANN
AND THEIR CARS
AS ONE OF THE GREATES
OF ALL TIME.