Narrator: TODAY ON "HOW IT'S MADE: DREAM CARS,"
THE ARIEL ATOM 3S,
A SUPERCAR BUILT FOR THE TRACK BUT COMFORTABLE ON THE ROAD.
-- Captions by VITAC -- www.vitac.com
CAPTIONS PAID FOR BY DISCOVERY COMMUNICATIONS
♪♪
THE 20,000-SQUARE-FOOT FACILITY
LOCATED IN HALIFAX COUNTY, VIRGINIA,
HOUSES THE TMI AUTOTECH HEADQUARTERS.
THIS IS WHERE HIGHLY SKILLED WORKERS
ASSEMBLE THE ARIEL ATOM 3S.
FOR THE FINAL ASSEMBLY STEP,
EACH UNIT IS ASSIGNED TO ONE TECHNICIAN
WHO COMPLETES THE MONTH-LONG MANUFACTURING PROCESS.
TECHNICIANS WORK SIDE BY SIDE ON FIVE UNITS
AT DIFFERENT STAGES OF THE ASSEMBLY PROCESS.
IT TAKES ABOUT 4 WEEKS
TO GET FROM THE BARE, POWDER-COATED CHASSIS
TO THE ASSEMBLED EXOSKELETON OF THE CAR,
WHICH IS FITTED WITH A FIBERGLASS BASE.
THE BASE HOLDS A LAMINATED SAFETY GLASS WINDSHIELD,
A FRONT-MOUNTED ALUMINUM RADIATOR,
AND FIVE-SPOKE RACE MOTOR SPORT WHEELS.
THIS 3S COMES EQUIPPED WITH HIGH-OUTPUT HEADLIGHTS,
A PUSH-ROD AND ROCKER-ARM REAR SUSPENSION SYSTEM,
SPECIAL 12-SPOKE RIMS,
AND LOADED WITH A 365-HORSEPOWER ENGINE.
THE TWO IN-FRONT SUSPENSION DAMPERS
ALLOW THE CAR TO BEND INTO CURVES
RATHER THAN DARTING INTO THEM.
♪♪
A MECHANICAL ENGINEER REVIEWS THE ATOM'S EXOSKELETON DESIGN,
USING A CAD SOFTWARE
TO STUDY A 3-D MODEL OF THE CHASSIS.
HE GOES OVER THE WELDING SPECIFICATIONS
FOR ALL 183 INDIVIDUAL PIECES COMPRISING THE CHASSIS.
A FABRICATION TECHNICIAN ASSEMBLES THE CHASSIS
ON A MODULAR FIXTURE TABLE.
HE POSITIONS THE MACHINED ALUMINUM JIG
AND SECURES IT IN PLACE.
THIS KEEPS THE CHASSIS TUBE STABLE
DURING THE WELDING PROCESS.
THE TECHNICIAN BRINGS IN A ROLLED STEEL TUBE,
WHICH WILL FORM THE RIGHT UPPER SIDE RAIL OF THE CHASSIS.
HE PLACES THE TUBE FLUSH AGAINST THE FRONT-END MODULE
BEFORE HE POSITIONS ANOTHER TUBE ACROSS THE FRAME.
THE ENTIRE CHASSIS IS BUILT USING MILD STEEL.
THE ELECTRIC RESISTANCE WELDING PROCESS
INCREASES THE STRENGTH AND HARDNESS OF THE STEEL
WHILE DECREASING ITS DUCTILITY.
THE ROLLED STEEL IS FORMED INTO A ROUND TUBE
AND CLOSED USING A FLASH BUTT WELDING TECHNIQUE.
THE TUBE IS THEN DRAWN OVER A MANDREL
TO REMOVE THE WELD SEAM.
THIS PROCESS MAKES THE CHASSIS STIFFER
AND MORE RESISTANT,
LEAVING THE TUBING VIRTUALLY SEAMLESS.
THE TECHNICIAN BRINGS IN THE SIDE RAIL,
ALIGNS IT WITH THE LASER-NOTCHED END OF THE MAIN TUBE,
AND PLACES IT ON THE FRONT-END MODULE.
IT TAKES ABOUT A DAY TO TACK THE ENTIRE CHASSIS
BEFORE IT'S READY FOR FINISH WELDING.
A WELDER STARTS ON THE BASE OF A CHASSIS TUBE
USING A TIG WELDING TORCH
AND A SILICON BRONZE ROD.
NEXT, HE TAKES SMALL LASER-CUT STEEL PARTS
THAT HAVE BEEN ENGINEERED TO MAKE CHASSIS BRACKETS.
HE PLACES THE PIECES ON A ROTATING WELDING FIXTURE,
CLAMPS THEM FIRMLY,
AND WELDS THEM USING A SMALL SILICON BRONZE TIG ROD.
THE MELTING POINT OF SILICON BRONZE
IS AROUND 1,800 DEGREES FAHRENHEIT,
ABOUT 700 DEGREES BELOW THE MELTING POINT OF STEEL.
SILICON BRONZE WELDING REQUIRES LESS HEAT.
SO THERE'S LESS OF A CHANCE THAT THE WELDER WILL MELT
THE STEEL BASE METAL INTO THE WELD,
WHICH COULD THEN BRITTLE OR CRACK.
THE WELDER PUTS THE PIECE ON AN ALUMINUM BLOCK
AND SECURES IT WITH CUSTOMIZED FIXTURES.
HE PLACES ANOTHER LASER-CUT STEEL PIECE ON THE BLOCK.
HE USES A FIXTURE TO HOLD IT IN PLACE.
THIS TIME, HE USES A STEEL FILLER ROD
BECAUSE THIS PARTICULAR WELDING SEAM
WILL NOT BE VISIBLE ON THE CHASSIS.
THESE THREE-PIECE BRACKETS FORM ROLL BAR MOUNTS.
USING A LOCATOR FIXTURE AND A SPACER,
THE WELDER POSITIONS THE BRACKET ON THE FRAME.
HE SECURES THE FIXTURE IN PLACE BY DRIVING ITS THREADED HEAD
THROUGH A HOLE MACHINED INTO THE TUBING.
USING A TIG TORCH,
THE WELDER BRAZES THE SILICON BRONZE FILLER,
WHICH BONDS THE BRACKET TO THE MAIN SIDE RAIL
AND TO THE REAR SUB-FRAME ASSEMBLY.
HE REMOVES THE LOCATOR FIXTURE,
LEAVING THE ROLL BAR MOUNTS SAFELY WELDED ONTO THE CHASSIS.
THE CHASSIS RESTS ON A ROTATING FIXTURE CALLED A ROTISSERIE.
ON THIS WELDING JIG,
THE CAR'S EXOSKELETON CAN ROTATE A FULL 360 DEGREES.
THIS ENSURES ACCURATE WELDING
AND SAFE ACCESS TO ALL WELDING POINTS.
THE ASSEMBLED SPACE FRAME
COMES WITH A DISTINCTIVE AIR INTAKE HOOP
AND AN EMBEDDED STEERING COLUMN WELDED INTO THE CHASSIS.
♪♪
Narrator: THE COLD-ROLLED STEEL FENDER STAY
IS A DISTINCTIVE PART OF THE ARIEL ATOM.
IT FEATURES A STOP WASHER
SPOT WELDED WITH A TIG STEEL FILLER
AND MIG-WELDED MOUNTING TABS FOR BETTER RESISTANCE.
♪♪
A WORKER FEEDS ROLLED STEEL INTO A TUBE-BENDING MACHINE.
THE WIPER DIE SYSTEM BOTH BENDS
AND PUTS PRESSURE ALL AROUND THE TUBE
TO PREVENT IT FROM COLLAPSING OR DEFORMING.
AS THE NEXT TUBE SECTION COMES OUT,
THE BEND DIE RETURNS TO ITS AXIS.
THE CLAMP DIE AND PRESSURE DIE
MOVE INTO POSITION FOR THE SECOND BEND.
IN LESS THAN ONE MINUTE,
THE MULTI-RADIUS CNC TUBE BENDING MACHINE
AUTOMATICALLY MAKES A SERIES OF FOUR BENDS
TO FORM THE FENDER STAY.
THIS CNC BENDER ALLOWS FOR ACCURATE BENDS
AS WELL AS REPEATABILITY FOR FUTURE BUILDS.
A WELDER NOW BRINGS THE FENDER STAY
FROM THE TUBE BENDING MACHINE TO THE WELDING TABLE.
HE MOUNTS TABS ON A MACHINED ALUMINUM FIXTURE
DESIGNED TO ENSURE THE MOST ACCURATE WELDING.
HE THEN INSERTS AND ROUGHLY LOCATES WASHERS
ON THE FENDER STAY TUBE.
ONCE THE WASHERS ARE IN PLACE,
THE WELDER POSITIONS THE FENDER STAY ON THE FIXTURE.
HE COMPLETES THE ASSEMBLY WITH AN ADDITIONAL MOUNTING TAB.
HE STARTS WELDING THE MOUNTING TABS
USING A MIG WELDING TORCH.
WHILE CURRENT FLOWING BETWEEN THE ELECTRODE
AND THE METAL CREATES AN ELECTRIC ARC,
SHIELDING GASES BLOW THROUGH THE TORCH.
THIS PREVENTS AMBIENT ATMOSPHERIC GASES
FROM FLOWING INTO THE WELD.
THE WELDER THEN SWITCHES BACK TO TIG WELDING
TO TACK-WELD THE FENDER STOP WASHER.
ONCE THE WELDING IS COMPLETE,
THE WELDER UNFASTENS THE WORK PIECE FROM THE FIXTURE
AND TAKES IT TO THE ASSEMBLY LINE.
MEANWHILE, AN ENGINEER WORKS ON THE UPRIGHT ASSEMBLY HOUSING.
IN HIS 3-D CAD SYSTEM,
HE STUDIES THE INTERACTION OF THE PIECES,
SUCH AS THE DRIVE FLANGES AND THE WHEEL BEARING.
HE CHECKS THE FIT BETWEEN THE PIECES
BEFORE THE UPRIGHT FABRICATION BEGINS.
A FABRICATION TECHNICIAN NOW TAKES A WHEEL BEARING HOUSING
AND MOUNTS IT ON AN ALUMINUM JIG.
HE INSERTS A LOCATING FIXTURE THROUGH THE HOUSING
TO ENSURE CORRECT PLACEMENT OF THE PIECE IN THE ASSEMBLY.
NEXT, HE PICKS UP A CAREFULLY MACHINED PART
AND FITS IT TO THE WHEEL BEARING HOUSING
USING ANOTHER SCREW-ON LOCATING FIXTURE.
HE REPEATS THE OPERATION ON THE OTHER SIDE
TO FORM THE UPRIGHT.
THE TECHNICIAN CLOSES THE ASSEMBLY WITH METAL PLATES
LASER-CUT FOR A HIGH-PRECISION FIT
AGAINST THE WHEEL BEARING HOUSING.
THE TECHNICIAN HAMMERS ANOTHER LOCATING FIXTURE IN PLACE
BEFORE HE POSITIONS THE LASER-CUT STEEL PIECE
TO COMPLETE THE UPRIGHT ASSEMBLY.
USING A MIG WELDING TORCH,
HE STARTS WELDING THE PARTS TOGETHER,
FOLLOWING A CONSISTENT PATTERN
TO ENSURE THAT ALL JOINTS ARE WELDED PROPERLY.
THE PROCESS TAKES ABOUT 20 MINUTES TO COMPLETE.
AFTER WELDING, THE UPRIGHT GOES FOR MACHINING
TO ENSURE THE CORRECT BORE SIZE FOR THE BEARING.
MOUNTED ON A CNC LATHE,
THE PIECE STARTS TURNING COUNTERCLOCKWISE.
A COOLING SPRAY PREVENTS THE PIECE
FROM OVERHEATING WHILE THE HIGH-SPEED LATHE
BORES A SOCKET FOR THE BEARING INSIDE THE HOUSING.
THE MACHINED UPRIGHT IS READY FOR POWDER COATING.
A TECHNICIAN ASSEMBLES THE POWDER-COATED UPRIGHT.
HE PLACES THE BEARING IN THE HOUSING
AND ACTIVATES THE HYDRAULIC PRESS.
THE POWER HEAD OF THE PRESS
SLOWLY PUSHES THE BEARING INTO THE HOUSING.
THE PRESS IS EQUIPPED WITH A CUSTOM ALUMINUM TOOLING,
PRESSING ONLY ON THE OUTER PORTION OF THE BEARING.
IT USES LOW PRESSURE TO AVOID DEFORMATION
OF THE BEARING OR HOUSING.
THE TECHNICIAN TAKES A RETAINING RING
DESIGNED TO SECURE THE BEARING
AND INSERTS IT MANUALLY INTO THE HOUSING.
USING AN L-KEY TOOL, HE PUSHES THE SPIRAL LOCK RING
INTO THE HOUSING.
CONTRARY TO SELF-LOCKING RETAINING RINGS,
THE SPIRAL RING SIMPLY POPS
INTO A MACHINED GROOVE IN THE HOUSING.
♪♪
ONCE THE BEARING IS LOCKED IN FROM THE BACK
WITH THE RETAINING RING,
THE TECHNICIAN PLACES THE BEARING SEAL
ON THE FRONT SIDE OF THE ASSEMBLY.
HE POSITIONS AN ALUMINUM TOOLING ON THE BEARING SEAL
AND USES AN ARBOR PRESS TO FIT IT TIGHTLY
INTO THE UPRIGHT ASSEMBLY HOUSING.
THE SEAL KEEPS CONTAMINANTS OUT OF THE BEARING
TO ENSURE MAXIMAL ROTATION SPEED.
THE TECHNICIAN PLACES THE DRIVE FLANGE ON THE JIG
AND INSTALLS THE UPRIGHT ON TOP.
HE LOWERS THE POWER HEAD AGAINST THE BEARING
AND USES THE ARBOR PRESS
TO PUSH THE DRIVE FLANGE INTO THE WHEEL BEARING.
THE TECHNICIAN THEN REMOVES THE UPRIGHT ASSEMBLY
FROM THE JIG.
HERE, YOU CAN SEE THE AXLE SPLINES
DRIVEN THROUGH THE WHEEL BEARING
BEFORE THE BEARING SEAL IS INSTALLED.
♪♪ ♪♪
Narrator: ASSEMBLING AN ARIEL ATOM 3S STARTS
WITH THE DOUBLE WISHBONE FRONT SUSPENSION.
THE AIR INTAKE HOOP IS INTEGRATED
INTO THE EXOSKELETON CHASSIS
AS IS THE REAR SUBFRAME HOUSING MODULE FOR THE ENGINE.
♪♪
AT THE TMI AUTOTECH HEADQUARTERS,
TWO ASSEMBLY TECHNICIANS
SLIDE THE FIBERGLASS TUB UNDERNEATH THE CHASSIS.
THEY LIFT IT UP AGAINST THE SIDE RAILS
AND USE PRE-WELDED TABS
TO MOUNT IT ON THE CHASSIS WITH ASSEMBLY NUTS AND BOLTS.
THE TECHNICIANS FIT THE ALUMINUM FUEL TANK
RIGHT BEHIND THE SEAT.
THEY MAKE SURE THE FUEL TANK IS LEVELED
AND TAKE MEASUREMENTS TO ENSURE THAT THE ENGINE FITS PROPERLY.
USING MASKING TAPE
TO AVOID SCRATCHING THE POWDER-COATED CHASSIS,
THEY FINE-TUNE THE FUEL TANK'S POSITION.
THEY THEN DRIVE ASSEMBLY BOLTS THROUGH THE MOUNTING TABS
TO HOLD THE TANK IN PLACE
BEFORE USING A RATCHET AND WRENCH TO TORQUE THE NUTS.
NEXT, TECHNICIANS INSTALL THE CHASSIS LOOM.
IT'S AN ELECTRICAL HARNESS THAT CONNECTS
ALL THE ELECTRONIC COMPONENTS TO A FUSE BOX.
A TECHNICIAN INSTALLS THE CHASSIS LOOM ON THE CAR.
HE PLACES THE FUSE BOX
IN THE FIBERGLASS BATTERY BOX AT THE FRONT.
HE THEN ROUTES THE HARNESS ALONG THE CHASSIS
USING PRE-WELDED LOCATIONAL TABS AND TIE WRAPS.
THE HARNESS ENDS AT THE DASHBOARD,
WHERE THE LOOM WILL CONNECT
WITH THE DIGITAL DISPLAY UNIT CONTROLLERS AND MONITORS.
THE TECHNICIAN FASTENS THE HARNESS TO THE CHASSIS
WITH A TIE WRAP.
USING AN OVERHEAD HOIST,
TWO TECHNICIANS CAREFULLY LOWER THE DRIVE TRAIN
INTO THE ENGINE COMPARTMENT OF THE REAR SUB-FRAME.
WITH A HANDHELD TOOL,
A TECHNICIAN DRIVES AN ENDLESS SCREW
TO ACTIVATE THE SPECIAL TILTING MECHANISM OF THE HOIST.
THIS SYSTEM ALLOWS THE TECHNICIANS
TO POSITION THE ENGINE IN THE FRAME.
ONCE THE DRIVE TRAIN IS IN POSITION,
THEY REMOVE THE HOIST.
A TECHNICIAN CONNECTS THE EXHAUST
AND FORCED-INDUCTION TURBOCHARGER
TO THE SINGLE PORT MANIFOLD OF THE ENGINE.
HE BOLTS IT ONTO THE BACK OF THE ENGINE
USING A TORQUE WRENCH TO TIGHTEN THE NUTS.
HE NOW ASSEMBLES THE UPRIGHT TO THE SUSPENSION.
HE INSERTS BOLTS THROUGH THE ROD ENDS
OF THE LOWER SUSPENSION ARM.
THE BOLTS ACT AS FIRM AND PRECISE ATTACHMENT POINTS
FOR THE UPRIGHT ASSEMBLY.
THESE LOWER ROD ENDS WILL ALSO AID IN THE ALIGNMENT
OF THE VEHICLE SUSPENSION.
THE TECHNICIAN NOW TAKES THE DRIVE AXLE
AND CONNECTS IT TO THE TRANSMISSION.
HE LOCKS THE AXLE IN WITH A SNAP RING
BEFORE CONNECTING THE UPRIGHT TO THE DRIVE AXLE.
THE TECHNICIAN THEN SCREWS ON THE AXLE NUT
AND COMPLETES THE ASSEMBLY
BY BOLTING THE UPRIGHT TO THE UPPER WISHBONE.
NEXT, THE TECHNICIAN POSITIONS THE FENDER STAY
IN THE SUSPENSION ASSEMBLY,
ALIGNING THE PRE-WELDED MOUNTING TABS
OF THE FENDER STAY WITH THE UPRIGHT.
HE THEN INSERTS ASSEMBLY BOLTS
AND USES AN ELECTRIC TORQUE WRENCH TO TIGHTEN THEM.
THE TECHNICIAN NOW INSERTS
THE VENTILATED AND FLOATING BRAKE DISK
ON THE WHEEL HUB.
HE BOLTS A WHEEL NUT IN PLACE
TO FACILITATE THE INSTALLATION OF THE BRAKE CALIPER.
NEXT, HE MOUNTS
THE FOUR-PISTON BRAKE CALIPER ON THE BRAKE DISK
AND ATTACHES IT TO THE UPRIGHT ASSEMBLY.
THE TECHNICIAN INSERTS A PAIR OF BRAKE PADS
BETWEEN THE CALIPER AND THE DISK.
HE POSITIONS A BRACKET
AND INSERTS A LOCK PIN THROUGH THE CALIPER,
SECURING THE BRAKE PADS IN PLACE.
THE TECHNICIAN FINALLY INSTALLS THE PARKING BRAKE CALIPER
ON THE REARWARD SIDE OF THE BRAKE DISK.
HE COMPLETES THE BRAKE ASSEMBLY
BY BOLTING THE PARKING BRAKE ON THE UPRIGHT
USING AN ELECTRIC IMPACT WRENCH TO TORQUE THE BOLTS.
THE TECHNICIAN NOW PREPARES TO INSTALL
THE REAR SUSPENSION DAMPER.
HE INSTALLS A FASTENER TO ATTACH
THE UPPER PORTION OF THE DAMPER TO THE CHASSIS
AND INSERTS SPACERS ON THE LOWER PORTION OF THE DAMPER.
HE ATTACHES THE DAMPER TO THE BELL CRANK,
WHICH CONNECTS THE SUSPENSION DAMPER
TO THE LOWER WISHBONE ARM.
FINALLY, HE INSTALLS THE FIBERGLASS FENDER
OVER THE UPRIGHT ASSEMBLY.
♪♪
Narrator: THE ATOM 3S FEATURES A DISTINCTIVE AIR INTAKE SNORKEL
EMBEDDED IN THE CHASSIS,
TWO SIDE RADIATORS
INTEGRATED WITH A TURBOCHARGER INTERCOOLING SYSTEM
AND A STAINLESS STEEL,
CUSTOM-FABRICATED, REPACKABLE EXHAUST.
♪♪
THE FABRICATION TECHNICIAN
MOUNTS A FIVE-SPOKE MOTOR SPORT WHEEL ON THE DRIVE FLANGE.
HE TIGHTENS THE NUTS
WITH AN ELECTRIC IMPACT TORQUE WRENCH.
A FIBERGLASS ENGINE COVER PROTECTS THE ENGINE BLOCK.
IT ALSO SERVES AS A BASE FOR THE ENGINE COOLANT RESERVOIR
AND THE WASHABLE AIR FILTER,
WHICH IS SEALED WITH THE INTAKE SNORKEL.
THE TECHNICIAN INSTALLS THE FRONT RADIATOR
AND FAN ASSEMBLY ON THE FRONT SUB-FRAME MODULE.
HE MOUNTS THE RADIATOR
ON BONDED RUBBER INSULATION MOUNTS
DESIGNED TO ABSORB VIBRATIONS FROM THE ROAD.
HE THEN CONNECTS THE RADIATOR TO THE MAIN ELECTRICAL HARNESS.
TWO TECHNICIANS INSTALL
THE CUSTOM-MOLDED, UPHOLSTERED SEAT COVER
ON TOP OF THE FIBERGLASS BUCKET.
THE COVER HAS BUILT-IN SLOTS FOR THE GEAR SHIFT LEVER
AND FOR THE HARNESS ANCHOR POINTS.
AT LAST, A TECHNICIAN BRINGS IN
THE AERODYNAMIC FIBERGLASS SIDE POD
AND POSITIONS IT ON TOP OF THE SIDE RADIATOR.
THE TECHNICIANS FINALIZE THE ASSEMBLY
WITH THE WIND SCREEN,
THE FIBERGLASS NOSE AND HOOD,
ALONG WITH THE FRONT WHEELS AND FENDERS.
BEFORE LEAVING THE ASSEMBLY AREA,
EACH CAR UNDERGOES A SERIES OF TESTS
ON A CHASSIS DYNAMOMETER, OR DYNO.
[ ENGINE REVS ]
THE DYNO USES WHAT IS CALLED THE SALVISBERG ROLLER
TO MONITOR VARIOUS ASPECTS OF THE CAR'S PERFORMANCE,
SUCH AS ENGINE SPEED AND LOAD CONTROL.
IN A CONTROLLED ENVIRONMENT,
THE ROLLERS ALLOW THE TECHNICIAN TO FIRE UP THE ENGINE,
BRINGING IT FROM IDLE TO ALMOST 8,000 RPM.
A DRIVER NOW TAKES THE FINISHED CAR TO A TEST TRACK.
THE DRIVER PAYS SPECIAL ATTENTION
TO THE CAR'S ACCELERATION, BRAKING, AND CORNERING.
HE ALSO LISTENS FOR UNUSUAL SOUNDS
OR ABNORMAL VIBRATIONS.
THE TEST TRACK IS DESIGNED TO PUT THE CAR TO THE TEST,
WITH SHARP TURNS EXERTING VERY HIGH CORNERING FORCES
AND LONG, STRAIGHT STRETCHES TO ASSESS THE ACCELERATION.
AFTER A SERIES OF LAPS,
THE CAR PULLS OFF THE ROAD FOR A PIT STOP.
TECHNICIANS VISUALLY INSPECT THE CAR
FOR LEAKS, LOOSE PARTS, OR ANY AREAS OF CONCERN.
THE TECHNICIANS ALSO MANUALLY INSPECT THE CAR
TO MAKE SURE NOTHING HAS COME LOOSE DURING THE TEST LAPS.
WITH THE TECHNICIANS' APPROVAL,
THE DRIVER HEADS BACK TO THE TRACK
FOR A LAST TEST DRIVE.
THIS ROAD-READY ATOM 3S FEATURES A FRONT AIR FOIL
FOR LIFT REDUCTION,
SPECIAL 12-SPOKE WHEELS,
AND A HONDA 2.4-LITER ENGINE
TIGHTLY PACKED UNDER A FIBERGLASS COVER.
EQUIPPED WITH A SIX-POINT HARNESS,
A REMOVABLE STEERING WHEEL,
AND TWO-PIECE SPRING DAMPERS,
THIS HIGH-PERFORMANCE, ROAD-LEGAL CAR
HAS SEVERAL RACE-INSPIRED FEATURES,
SUCH AS THE AERODYNAMIC SIDE PODS
AND THE REAR AIR FOIL FOR DRAG REDUCTION.
A DRIVER NOW TAKES THE CAR
FOR A TOUR ON SMALL COUNTRY ROADS.
ON A FLAT ROAD SURFACE,
THE CAR IS WELL-BALANCED
AND BITES SMOOTHLY INTO THE CURVES.
THIS CAR IS NOT DESIGNED
FOR REGULAR, INNER-CITY COMMUTERS.
THE ARIEL ATOM 3S IS A CAR
FOR DRIVING ENTHUSIASTS TO ENJOY ON AN OPEN ROAD,
WHERE THE FULL POTENTIAL OF THIS SUPERCAR
CAN BE PUT TO GOOD USE.