3:25 am

Hauling 40 cars full of thin, rolled sheet metal, train 55442 waits near Lehrte, for the Wolfsburg's passenger train to pass.

On the clock mounted between the docks, the small hand moves to the next minute. In exactly 38 minutes, the train will reach it's destination: the Volkswagenwerk plant in Wolfsburg, a large automobile factory in Lower Saxony. An area which is primarily agricultural.

Train 55443 is part of the daily routine in Wolfsburg; It transports nearly every part you can think of to the Volkswagenwerk Factory, including subcontracted parts.

In the early morning hours, the railways are dominated by parts being transported, rather than people commuting.

Parts and assemblies from other factories, are brought through the entrance, along the Mittellandkanal.  For example, engines from Salzgitter, transmissions from Kassel, and axles and steering racks from Braunschweig.

When the train in Lehrte reaches a weight of 38 tons, it receives permission to leave, and travel the 560km from Schwieberdingen to Stuttgart.

The 3-axled semi-trucks are filled, nearly to the roof with lights, alternators and other subcontracted parts. The 200 trucks that "convoy" to Wolfsburg every day, don't just come from the Federal Republic of Germany, but also from other European countries. They all meet in the early morning at the entrance of the Volkswagen plant.

One semi-trailer hauls radiators made in France via the Sarrebrück - Frankfurt highway. Tires arrive from England by truck via Dover-Calais ferry. A load of bundled cables produced at a Yugoslavian plant also arrive in Wolfsburg after two days of transport by truck.

4:03am

Train 218 enters the station at the plant, the cars are delivered, and the train conductor continues on his daily route.

After a thorough inspection of the rolls, a trackmobile (railcar mover) belonging to the factory begins transporting multiple loads of sheet metal to the shop.

Once delivered, several cranes move the rolls of sheet metal, weighing 25 to 30 tons. The rolls are moved outside, where specially designed cars are used to transport them. The crane operators and dock laborers work in teams, trained to unload up to 2000 tons of iron per day. That's enough steel to run a meter wide, millimeter thick sheet from Wolfsburg to Berlin.

This is enough raw material to build more than 5,000 Golf bodies.

5:30am

The morning shift at the stamping shop begins.

The first sheet of steel is being cut. Each of the huge rolls contains up to 4000 meters of thin sheet metal, with a uniform matte silver finish. A thickness of 0.75 to 1.00 millimeters is required.

The unrolling is done extremely fast. A setting device with a shear wheel cuts about 500 tons of steel per day, the amount carried by 10 cars, in other words, 80 Km of sheet metal.

To do this, the shear must move at the same speed as the sheet, hence its name. The press shop in Wolfsburg has more machines for sheet metal processing under one roof than anywhere else in the world.

Many of these machines are higher than the four-story buildings, with foundations almost as deep. They represent, in total, with drawing and sheet metal stamping tools included, a value of 1.2 billion DM. This "Army" of nearly 1,000 machines also supplies parts for NSU-Audi AutoGroup and other plants in Germany. (and abroad, as well)

The press shop in Wolfsburg produces more than 4000 different pieces of sheet metal. The majority of which, are produced in short bursts.

The variety of models being produced requires many different parts. Building a stamping press for each of these parts would not be cost effective, and would increase car prices. So, throughout each shift, different parts are manufactured in "bursts" on the presses. These bursts are done in a pre-determined order, though the number of units produced in a burst is determined each time.
On average, each press can be tooled to produce five different panels, though there are presses able to produce more. The presses produce parts at a faster rate than the sheet metal assembly line can keep up with. These excess parts are put into a storage until they're needed.

It should be noted that 290,000 square meters of shop is nearly the size of of 44 football fields. However, this massive "Production Burst" system could quickly be disrupted if, for any reason, demand for a part accelerated.

Hypothetically this problem could occur, if all at once, customers began buying four door Golfs, rather than two-door Golfs. However, precautions have been taken to avoid this situation. If demand for a specific part dropped suddenly, the production would be stopped, as the technicians have designed a system for regulating the manufacturing using electronic information called "PRESS".

PRESS receives information regarding the number of parts that will be required, 4 weeks in advance. The service is based on the division's distribution, and the number of cars requested by dealerships, classified by the type and model. With PRESS linked to the Central Command STZ, it is possible to monitor the quantities of material in stock, the capacity of machinery and pending orders, and also to develop them through programs Commitment of manufacturing facilities and machinery.

PRESS also alerts a team of preventive maintenance technicians of any potential issues, via radio. Thanks to this technology,the possibility of a stop in production is virtually eliminated.

6:10am

The individual body panels are transported between presses via an overhead conveyor system. This spares workers the difficult task of maneuvering, rotating, and transporting the panels.

Additionally, the clever engineers at Volkswagenwerk have developed small handling robots, with incredible capabilities. These robots are nicknamed "Robby".

They're programmed to work in conjunction with the overhead magnetic grapples, and to automatically load/unload the sheet metal into the presses, after checking it for appropriate thickness. 

6:22am

The first stamped panels, made from the sheet metal that arrived the previous evening are en route to the sheet metal assembly shop, either in containers or hanging from the overhead conveyor. Transportation of parts is done in the most lucrative manner possible.

Experts trained in handling are in charge of movement and storage of parts and materials during production. It's important that they maintain a steady flow from the sheet metal assembly shop, all the way to the paint shop.

The needs vary greatly between the mechanic workshop, the upholstery shop, the plastic workshop, and so on.

Because of this, various types of transportation are required. For example, the foundry casts 350 to 400 tons of molten metal, and the paint shop uses 10 tons of lacquer daily.

Additionally, parts and bodies from Volkswagen's other factories, other pieces built by subcontractors, and so on. These handling concerns are put to rest by over 190 kilometers of conveyors, 160 tractors with over 1,000 trailers, and 425 forklifts all within the Wolfsburg Plant's internal road network which spans 32 kilometers outside and 36 indoors.

Over 2000 Golfs are built every day. Each Golf requires more than 5400 parts to be transported throughout the factory.

Over 12 million parts a day are transported via 30 million DM worth of machinery. Such an operation couldn't be properly directed without the factory's computer system, which has numerous stations throughout the plant.

6:40am

Before the Golf is placed on the the welding carousel, each body receives a numerical identification tag in the following sequence:  36.5.1501.

An "identity plate" is added to "our" Golf, built with the sheet metal delivered the night before. This step is crucial before the sheet metal is assembled, as there are over 3600 variations of the body available. The Golf is no longer anonymous, and is now purpose built for a specific client.

Left and right body panels for both 4 door and 2 door models are differentiated.Two of them are just for the Golf 36-5-1501.

7:55am

The side panels are assembled and welded with the rear, the trunk floor, tire wells and spare tire tub, all forming the rear of the vehicle.

The movement of this facility, as mysterious as it may seem at first glance are quite simple to explain. Controlled by a precise electronic calculator, pneumatic hydraulics drive the various motions of lifting and tightening.

8:15am

The front of "our" Golf appears in the "call list" of the operator. At the simple press of a button the corresponding floor and roof panels arrive. In this case the client has ordered a four door with sunroof.

8:20am

The front and rear sections are brought together and assembled with the roof and floor panel. Electronically controlled movements automatically lift and lower parts, position electrodes for 440 spot welds and bend the edges of the roof. This section of the assembly line is 88 meters long, comprises 25 electric motors and 104 processors consuming 6500 kVA - the power of a city with just 7000 inhabitants.

The small work force in this section of the frame assembly is a tribute to the efficiency of the automated assembly line. Only eight specialists are involved in the assembly of the uni-body. An insignificant number when weighed against the size of the facility. At full capacity this plant produces a Golf body every 16 seconds resulting in 3000 units a day.

Five workers carefully inspect the welds on each uni-body as it exits the line. Random units are also removed from the line for measurements at 29 specific points ensuring accurate quality control.

8:25am

"Our" bare bones Golf leaves the line transfer at this time without doors, cowl or tailgate. It is then hung on a conveyor and sent for final body assembly.

In this section, Golf 36-5-1501 is reinforced in some places using gas shielded welding. Once deposited on the assembly line, it receives its four doors and tailgate, hood and fenders.

Further joining is accomplished through brazing which will give the uni-body a more finished look and a watertight seal between panels.

Surfacing specialists wearing thin gloves smooth the joints using files. This is the last step in the final finishing of the naked body.

One last look: the inspector is happy with the work, our Golf is "accepted".

11:40am

At this time the body elevator raises number 36-5-1501 to a waiting conveyor on the upper deck for the next step of the journey.

Arriving at the paint shop the body is welcomed with a steam bath in a solution of alkaline water. All grease and production slag must be removed for painting.

Shining with a silver metallic luster, it enters the spray phosphating process. Here it receives the first layer of protection, emerging a dull gray in color.

This operation is again followed by two complete rinses. Another shower in fully de-mineralized water takes the last debris with it.

Fully de-mineralized water is used because smaller crystalline deposits must not undermine the consistency of the subsequent layer of lacquer.

12:33pm

Slowly, the Golf bearing the identification number 36-5-1501 enters the electrolytic imersion bath. The descent into the bath is quite steep to ensure that air escapes from all cavities.

Completely submerged, we can no longer see "our" Golf. The bath is 4 metres wide and 27 metres long. The emulsion bath is a mixture of 10% lacquer and 90% water.

To the layman, submersion painting may seem unconventional. This process however, deposits lacquer on the metal using electric current and thus allows paint into the cavities of the body otherwise unreachable using conventional methods. This is made possible by the placement of electrodes prior to the dipping process insuring adequate rust protection throughout the uni-body.

Because the paint is attracted to the metal using an electric charge there is no dripping or running of the paint thus giving the body a nice even finish.

Following this another fully de-mineralized water shower and finally an intensive treatment with the air dryer. At this stage the electrodes are removed and the base layer is baked on for 25 minutes at 180 ° C. A quick clean with the air blower followed by light sanding limited to high spots.

The Golf must be sealed from rain and slush and of course be impervious to corrosion. Therefore any joints between panels, floor pan, the folds of sheet metal doors, tailgate and engine cowling will be "sealed" with PVC. The lower sections of the body are covered with a colored protective coating while heated soundproofing is added to the under-body. The Golf then enters the furnace at 130 degrees for 12 minutes followed by the base primer coat.

Paint is applied to the body by rotating sprayers in an invisible electrostatic field as if from a magic wand. A manual paint application also using the electrostatic method will occur later to the less accessible locations. The uni-body is then baked at 175 ° C for half an hour followed by a short break and then 2 minutes of forced air for cooling.

If necessary, fine sanding will remove imperfections followed by the removal of dust particles with a special cloth. And thus, preparation for painting is finished.

2:58pm

36-5-1501 is placed on a trolley and escorted to the paint booth for the decisive final stage.

An identification plate on the front of the body refers to the desired color. The automatic process operates from this code as well as all manual painting processes unreachable by the machines. The conveyor continues to advance "our" Golf until it breaks a light beam indicating the proper location of the car in the paint booth.

Now the automated painting process begins. High pressure nozzles introduce paint into an electrostatically charged field. The fine mist moves left right up and down, as if guided by an invisible hand in the electric field, toward the side panels, doors, hood, hood and roof.

The result is a uniform film of bright lacquer. A cleaning process between colors ensures no contamination although to ensure profitability several cars of the same color are painted in line.

Interestingly this painting process requires a working voltage of 80,000 volts at a very low amperage of 0.2 milliamp.

3:14pm

Transport into the drying tunnel where the varnish is "cooked" for 30 minutes at 140 ° C.

The sparkling new varnish is then inspected using lamps which are placed at angles to reflect on all surfaces. This method allows detection of the smallest defect.

The Wolfsburg plant alone can claim a car painted every 15 to 18 seconds regardless of the model, the Golf, the Polo, of Derby, the Jetta ...

Each of these cars, subject at every stage to quality control inspectors, has undergone intensive treatment for four hours, this long 800 meter march through the various stations.

3:50pm

A successful inspection merits the garnishing of a color label in the spare tire well of Golf 36-5-1501. This is the sign of a perfect paint job. At this point a camera reads the order number of the car at a oint labeled "statistical 5A" . A screen in the central command shows this sequence of figures close-up.

From there, the body is moved to the protection workshop of hollow wax injection. Filled with wax, the hollow doors, hoods and floor are now protected against corrosion. This has cleared the way for final dressing of the uni-body which is delivered by the swing set air conveyor.

Punch cards are still used as a means of organizing and conveying information. They will be used until the vehicle is surrendered to the customer.

While assembly and paint are being accomplished at the Wolfsburg plant, other factories of Volkswagenwerk AG have delivered their components. The engines come from Salzgitter, the gearboxes from Kassel, axles, directions and dampers from Brunswick.

Mechanical fabricators using big machines to transform raw steel into Wheel bolts, axles, hubs and joints. All built to exacting tolerances ensuring the highest standard of quality control.

Fully automated assembly lines have minimized human intervention. Interconnected machines automatically produce their parts passing from one to the next.

Plastics have long played a major role in the automotive industry. The grille radiator, fan heater, glove boxes, cases, the cubbies, coatings, bumpers, dashboards, handles, even the petrol tanks are produced from many and various materials whose raw ingredient is oil.

Plastics are molded, injected, or stretched depending on the type of plastic and the product. The machines doing this work differ accordingly. Many products have a common point: they are quick to produce and cheap, they pose no corrosion problems and are very durable.

Plastics offer many previously unknown opportunities to engineers and designers. Plastics are able to take shapes that simply could not be replicated using metal in a effective manner. Think for example about the grill which, for example, is "injected" into a single operation by a machine the size of a small locomotive.

As the role of plastics in the automobile industry increases other materials can be appropriately replaced. The Golf for example contains 100 kg of plastic.

The plastics do not only benefit from a technical standpoint, they can also contribute to a greater comfort. Thus the seat cushions of foam plastic provide a better foundation. They offer better protection for the spine and can travel long distances without fatigue, a gain in terms of "active safety". Here we are at another workshop fueling final assembly, upholstery.

While all Golfs share an identical exterior form, individuality is realised in the interior selections by the desires of the client. The 46 options available to the customers are found in the choice of linings seats, cloth, leather, color and design. All fabric is cut to meet the options selected for a specific vehicle.

Seat mounting instructions come from the central command only after the statistical point 5A has announced the final painting of the bodywork.

Before the Golf receives its seats at the final assembly it takes about three hours in the uphostery shop for two workers to cut and sew trim, mount detail parts and place the seats in a buffer holding area.

Thus the basis for all upholstrey mounting instructions including the headliner and parcel shelf is predetermined after paint according to the customers desire.

The seats are pulled from the holding area shrtly after their completion according to their identification number. A conveyor transports them to the place of assembly arriving at the same time as the vehicle.

Their immediate placement is thus ensured thus eliminating the need for storage at the assembly point. Before returning to the final assembly of the body, namely "our" Golf, a token glance in the tire pit.

Here, we see stored products with various dimensions, delivered by different manufacturers. Despite this diversity, each car receives tires of the correct size and the same brand. Organised in groups of five, tires are assigned to their intended vehicle.

Firstly a machine shoots the valve stem into the wheel.

Then on an automatic assembly line the tires are mounted and inflated. Also fully automated are the balancing and trueing of the wheel and tire assembly.

Finally an inspector inspects the outcome before the wheels leave the ground to continue on their journey arriving on the assembly line in time for installation.

At the final body assembly, a machine prints out the order of assembly which is stuck to the door jamb by a wroker. Thus the various teams receive specific information regarding the wishes of the customer: for example, type and engine power, battery, the dashboard with or without radio, color linings, automatic or manual transmission.

The scheduling of staff and regulation of materials on the work site would seem to be in league with the job of an air traffic controller. It is the final assembly of 3700 vehicles a day as per the customers order which separates the term mass production from what is accomplished here at Wolfsburg.

Indeed if we take into account all the diferent configurations available in the Golf for domestic models alone;

• Different models
• The basic versions
• Engines
• Gearboxes
• The exterior colors
• The interior sets M (options grouped)
• M equipment options (eg. Car, sliding roof, automatic transmission)

An astounding figure (rounded) from 325,000 options in total. For the Golf alone, there are about 4000 parts and assemby variants. This also explains why a computer center is needed to help the scheduling of vehicles and why it is necessary to establish work instructions not only for final assembly but also for the various services involved in manufacturing supply. The devices placed downstream from central computers also worthy of interest:

• 3 calculators process (computers)
• 85 units of output (printers)
• 14 units reading (readers)
• 10 cameras to identify the bodywork with montecharges
• 7 units for reading automatically identify the bodywork on assembly lines
• 2 Stands command screen, witnesses operating units monitoring.

5:00pm

No. 36-5-1501 balanced on the overhead conveyor descends to line 7 for final assembly. The 140th car of 268 in this team. There are still 130 work operations to be performed. 70 in this sector and 50 in the final stage.

Arriving in this stage the unibody still looks quite naked. Among other things, all major cavities of the body are to be protected against corrosion by sealing with a protective wax base.

Once in the assembly line it will not be released until the fitment of, sound insulation, dashboard with the radio, cables, locks, mirrors, carpet, the antenna, the rear wiper, headliner, bumpers, sliding roof, lamps, lights and the seats. From below components are also installed; brake lines, steering, master cylinders and servo, the pedals and horn.

Groups perform the work here as a team, working in unison. In the meantime, the quality control inspectors check the different stages of work. If a defect is noticed, it must be set in writing. Each position on the check list must be marked with the symbol "iO", namely "in order", on the control card so as to not leave any of the comments out.

By means of an elevator that moves at a speed synchronous with that of the vehicle suspended from the conveyor, the engine and transaxle are installed as a unit including the suspension. The exhaust is then hung in place.

Still to be done is the connection of hand brake cables, brake hoses, electric connectors. Also added at this stage are all fluids. The car is then rolled onto an alignment rack and the steering wheel is centered. The Golf then rolls off the assembly line for the first time under its' own power.

During the assembly, all fasteners are set to the appropriate torque using pneumatic tools. Manual torque inspections are then carried out on vital components such as axle nuts. Nothing is left to chance.

8:00pm

After traveling a few meters, we now come to the chassis dynamometer test. On the bench, we go all speeds, it controls the power of the engine, brakes and turn signals. In the end, when the engine is hot, we shall inspect the exhaust.

Led by a soft female hand, "our" Golf is heading to the statistical point 8. This is the last safety net under the the watchful eyes of the inspector. The final assembly is completed.

8:40pm

The statistical point 8, the last post in the final assembly is reached. For the last time, the Golf 36-5-1501 advance on a chain conveyor in a waxing tunnel at the end of the hall.

The engine compartment is coated with a layer of wax to prevent corrosion, the underside of the vehicle is covered with a thick layer of bitumen wax to protect against chipping and the action of salt, the body is also covered with a layer of paraffin to protect it from weather during transport.

Turning on a large deck that is known in the jargon of the factory as an "air bridge" Golf goes to a veritable supermarket of vehicles, outside, on the north face of the plant. The Golf is conveyed to the station and loading takes place in one of two long train platform. Many other cars will follow until the long line of cars is met.

Farewell Wolfsburg, the Golf 36-5-1501 begins its' own life. It is still on track and perched on a car. But soon it will move itself on the road.