ePer says bare door 19.1 kg, door skin 6.5 kg, so depending on what's still attached (metal strip, door handle, door card, lock, B pillar trim, glass window, window motor, seals, hinges) I guess in the range 20-30 kg?
Jim, I bought a 2007 TT v6 3.2 for just over £3,600. 90k FASH & it’s faultless, can get kids in back and great to drive - lovely sound - fast & 4wd Mine ain’t a convertible though - sits well alongside the 20vt plus which I can’t let go off oh and the NA
This plant for was built in the far 1988 and production of the legendary EB110 started in the 1990. For that period and for some aspect also right now this plant is futuristic and precursor of technologies that we can found now in 2020 in all modern hypercars.
For who want to know more about EB110 and about founder Mr. Romano Artioli try to search on google or wikipedia.
The destiny of this factory was not positive and in the 1995 was declared bankruptcy despite the orders wallet was full of n°80 EB110 (a car that stay at around 350K Eur but think it in 1990!) and Italian army gave to Bugatti a contract for building n°500 off road vehicles.
I saw the remains of the 1994 EB110 Le Mans car this afternoon...a sad sight
* massive scuttle-panel rewash & clearout * rusty-spots in scuttle area identified and ground-back and given POR 15 degresant stage * replacement pollen filter sourced for car (from d.g.'s bedside table 🤔) * slam-panel successfully removed and compared to replacement item on potential donor Portofino-car * further grind-down of exposed metalwork at front-bumper-supports (eiffel towers) and front crossbeam * re-wash over the entire front end with degreasant stage * removal of 3x 13mm hex-head bolts & 1 pozidrive screw, to lower mid-OS-undertray to expose fuel filter- see attached image * sump-plug successfully undone using patented Edinburgh/dante giacosa three-hand technique * gearbox sump-plug successfully undone, as above * Wynn's engine-flush identified in Halford's, but rejected due to methodology required engine to be at running temperature * correct DVLA logbook has arrived in the post for the car!
It appears the fuel-filter is a push-fit connector of somekind- see attached images, plus fuel-system schematic for orientation. Three reasonably significant rust-blisters are apparent under the vehicle on the rear NS, which could be an MOT snag; it's likely two of them are the underside of the spots attended to under the rear seat-squab at the weekend. see attached images. An oil-filter removal-tool was bought today; @ £7.99 As much prep work has been done, as can be, on the front end of the car; today hopefully the Marchmont-contingent can effect the metal-etch-primer stage in sunlight, before the Morningside-backshift arrive to attempt painting. If possible; we should be able to get in a 2nd coat of the rear-threequarter panels also. It seems set to be a good painting day tomorrow weatherwise....
I've had countless issues with them over the years, poor quality welding with zero penetration to the turbo flange, mismatch holes on the manifold to head studs, number one branch fouling on the alloy water rail...... they're great as a door stop however
Makes you wonder about Lambo's QC though, if it only lasted 20 minutes before breaking. They'll be giving Italian cars an entirely unjustified bad name.
I'm pretty sure the mechanical QC would have been spot on, the organic driver behind the wheel however
One does wonder just what possible failure would have any "Sensible" driver stopping their car in an active lane on a motorway. If the engine cut out you would coast the car onto the hard shoulder, same if you heard an odd noise. So what could cause someone to stop in such a position? My guess - pressing down the clutch pedal, on an Automatic
Indeed Dave the carpet was lifted some time ago and the floor inspected, the obstacles you describe all encountered and negotiated. There is still sound-deadening to "get out of the way" for when welding to the front wheel arches/front footwell area takes place, to avoid fire risk.
1 ) smaller and lighter radiator fan is effective enough to keep water temperatures under 90°C 2 ) stock 16VT oil cooler with ducting isn´t effective to keep oil temperatures under 100°C when I drive hard with revs around 7000 rpm for more than 2 minutes, It rose over 120°C and its not good for oil... (faster, irreversible oil degradation, lower lubrication efectivness -thus we can see scuffed pistons, worn camshafts in Lampredi engines with hard life....at 130°C its effectivnes is usually only of 75% of its original abilities, 10more degrees and only 50% ..)
so at least new oil cooler position with better airflow is next goal
The roads in France were excellent, but expensive if using the toll roads. Will be interesting to see if any difference between the east and west of the country. I have never driven in Spain so that will be an experience to report back on. I would get a couple of the JML chillmax gel pillows for your dogs, around a tenner each. They work really well and you don't need to put them in the freezer etc
As a plan B if the ferry to Ijmuiden is not going we are looking at that Euro tunnel route through France and Brussels and stopping overnight just outside of Frankfurt.
Ill check the gel pillows out anything to make there journey couped up in the coupe will make life easier.