A perfect fit to the body of the car is an important aspect of the
Through a series of wide-ranging measures, the
With regard to the conservation of the value of collector’s cars,
Shaping a spare body part from a piece of sheet metal calls for power and precision. Even the dies used by the experts are impressive. They are almost 2.4 m long, over 1.6 m wide, 1.7 m high and weigh 14 tonnes. The sheet metal is clamped using bottom dies and holding-down devices and drawn over the punch. Then up to 800 tonnes of pressing force are applied to achieve the basic shape.
One specific cut is not sufficient to separate the excess material from the basic shape. The die must be repositioned four times just to produce an exact cut and the wing section must be clamped again for punching out. Three further work steps are required for the subsequent folding and stamping. Up to ten process steps including deep drawing are required to produce a finished wing section ready for further machining.
The hot phase of wing production starts here. Experts position the front and main sections of the wing together in a special fixture. The temperature rises to 3,200 degrees Celsius during the subsequent gas welding, producing an inseparable joint with a stable welded seam.
Rough buffing of the welded seam
Any unevenness in the welded seam must be removed. The first machine used to achieve a flat and homogeneous surface is the sander. It is used to roughly buff the seam.
Finishing the welded seam
A steady hand and skilled eye are needed to complete the work on the welded seam. Any dents along the seam are removed from the wing using special tools and finished using the body plane to achieve a homogeneous surface, although more finishing is required before paint can be applied.
Sanding, sanding, sanding – a lot of patience and four to five sanding processes with increasingly fine sandpaper are required during surface finishing to produce a surface that is ready for painting.
Manufacture of add-on parts
While the wing is being shaped, other experts are working on the required add-on parts. Depending on the version, a single wing can comprise up to 60 components. The most important are the headlamp casing, the tank tray and the filler plate.
The final stage is fitting key add-on parts using original devices and tools to complete the wing. During fitting, experts use traditional methods that require special skills. Spot welding, metal active gas (MAG) welding or brazing – the specialists apply different techniques as appropriate to the add-on part. Once the tank tray has been fitted and the
Cutting the standard part
In order to achieve the typical RS flare at the rear, a thin-plate part must be cut into the shape of the standard side section – all by hand. The specialists do this by positioning the side section in the tool, marking the cutting points and sketching out the contours using a template. The marked area is cut off using a body saw.
In preparation for tacking, the machined thin-panel part and the flared wheel arch are precisely positioned in the tool and secured using magnets.
Tacking the side section and flared wheel arch
The secured parts are tacked by means of tungsten inert gas (TIG) welding. The welder starts by setting the tacking points at larger intervals and fills in the gaps until the distance between the tacks is just five to seven millimetres. Both parts are then continuously welded together. The new side section is measured with millimetre precision using special tools.
The highly sensitive part of production starts here. Because the thin sheet metal will show up every flaw, the welded seam must be finished by hand. Precision workmanship is required. First the experts carefully remove dents in the seams using special tools and then gently finish the seams using a body plane. Several sanding processes with increasingly fine sand paper are required to produce a surface that is ready for painting.
Producing a thin-plate side section for the 911
* The published consumption (l/100km and Wh/km), emissions (g/km) and kilometre (km) range figures (excluding any
The specified charging outputs and times (hour/minutes) are dependent on various factors: in general, the charging output and time can vary due to physical and chemical limits, depending on factors such as the available output of the country-specific energy infrastructure, the customer's own domestic installation, the temperature, interior pre-conditioning and charging status, as well as the age of the battery. Charging times may therefore be significantly higher than those specified. To achieve the optimum value of the specified DC charging time (DC = direct current) for a charge status increase from 5 to 80%, a CCS (combined charging system) fast-charging pedestal with > 270kW and > 850V is required, as well as a battery temperature of 30°–35°C. The charging status when commencing charging must not exceed 5%. For physical and chemical reasons, the charging speed decreases as the battery approaches its full capacity. Therefore, it usually makes sense to use fast DC charging to charge the battery up to 80% or up to the required range. The predominant use of CCS fast charging pedestals leads to a long-term increase in charging times. For regular fast DC charging, we recommend a maximum charging output of 50kW. When charging in a domestic environment, AC charging (AC = alternating current) is recommended. Using an (AC) industrial electrical outlet will result in improved efficiency and a much shorter charging time compared to using a household socket.
Published figures should only be used for the purpose of comparison between vehicles. Please contact an Official