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
* Data determined in accordance with the measurement method required by law. Since 1 September 2017 certain new cars have been type approved in accordance with the Worldwide Harmonised Light Vehicles Test Procedure (WLTP), a more realistic test procedure to measure fuel/electricity consumption and CO₂ emissions. As of 1 September 2018 the WLTP replaced the New European Driving Cycle (NEDC). Due to the more realistic test conditions, the fuel/electricity consumption and CO₂ emission values determined in accordance with the WLTP will, in many cases, be higher than those determined in accordance with the NEDC. This may lead to corresponding changes in vehicle taxation from 1 September 2018. You can find more information on the difference between WLTP and NEDC at www.porsche.com/wltp.
Currently, we are still obliged to provide the NEDC values, regardless of the type approval process used. The additional reporting of the WLTP values is voluntary until their obligatory use. As far as new cars (which are type approved in accordance with the WLTP) are concerned, the NEDC values will, therefore, be derived from the WLTP values during the transition period. To the extent that NEDC values are given as ranges, these do not relate to a single, individual car and do not constitute part of the offer. They are intended solely as a means of comparing different types of vehicle. Extra features and accessories (attachments, tyre formats, etc.) can change relevant vehicle parameters such as weight, rolling resistance and aerodynamics and, in addition to weather and traffic conditions, as well as individual handling, can affect the fuel/electricity consumption, CO₂ emissions and performance values of a car.
** Important information about the all-electric