Honda Insight ZE1

After driving my Nissan Sunny B12 Coupés for a while, I felt I needed something more environment-friendly, and a bit safer. From my work, I had the opportunity to drive the latest-model Toyota Prius as a test car. Most car enthusiasts would consider it boring. I, however, loved the technical details this car had to offer. Driven properly, you could easily reduce your fuel consumption to 3.3l/100km. An impressive value for a sedan!

Hence, I decided I need a similar fuel efficient vehicle myself. My search started right at spritmonitor.de, a German platform where users document their fuel consumption records. The website allows filtering the fuel consumption records by the most fuel efficient vehicles, and the first entry in the list surprised me. It was not a Toyota Prius, as I would have thought. It was a car that so far has completely evaded my attention. A Honda Insight.

The record displayed a fuel consumption of less than 3l/100km, a value which I considered to be almost unobtainable without a plug-in possibility. Even stranger, it was a car built in 2000! How can such an old car achieve such numbers? Read on.

Doing my research, I learned that in the early 2000, under pressure from threatening US enivornmental laws, built a car with the goal of reducing emissions as much as possible. That car was not designed my the marketing department. It was a product made by engineers, without compromises, or cutting corners to reduce costs. Just looking at it in detail, you could feel how the hard-working Japanese engineers in the late 90ies did everything possible to build a revolutionary car. Below is a list of features that the little Insight has to offer:

  • full aluminium monocoque, total weight of the complete car of just about 850kg
  • 3cylinder 1L engine
  • lean-burn operation
  • NOx-trap type catalysator
  • super-lightweight aluminium wheels
  • 144V NiMh battery pack with battery management system, thermal monitoring, over/undercharge protection
  • A ultra-slim 10kW brushless DC motor, mounted on the crankshaft

You really have to give Honda credit for investing so much R&D effort into building this car. I mean, how was this possible back in the late 90ies? People were still struggling with Windows 95 bluescreens ever day, and, unlike today, electric drivedrains were neither famous nor popular.

Long story short, these technical details fully convinced me, and I had to get one of these fascinating two-seaters. Unfortunately, Honda did not sell many of these in the old Country, especially not in Germany, where at that time clean Diesel engines were regarded the future of Automotive. Only about 100 of these little cars made their way to customers here.

Now, I have to say that an ecologial lifestyle is very important for me. I value it much higher if someone fixes something that breaks, instead of just buying new. I apply the same principle to cars, and tend to buy the kind of cars that other people would simply scrap, and then invest tons of effort to bring them to life again.

That’s what happened here as well. It looked bad.

It’s hard to see, but that car was in a front crash. The bonnet, bumpers and radiator and support are all bent. The headlight was cracked. It was leaking coolant.

Very bad.

The interor shows signs of 340 000 km driven.
The seats? Forget it, worn out.

Noone with a clear mind would have brought that car back to life.

A “mouse dead” IMA battery, as we like to say in German

My appologies for the pictures. As a student, I only had a very basic smartphone, with a pretty bad camera.

How to Implement 3D Object Triangle Selection?

keywords: 3D geometry; triangle selection; vertex selection;

When developing 3D software, you might want to allow the user to select specific polygons or vertices from your 3D model. Different parts of the geometry, such as corner points (vertices), triangles or surface normals must be selectable just by clicking on them. The complicated part is not only to calculate the right geometry entity which is currently selected by the mouse cursor, but also to do it fast enough. It must be possible to find the selected object in real-time to allow hovering. If the mouse is moved over the object, the software should give a visual feedback to the user by highlighting the currently hovered entity.

With the method presented here, you can implement a selection algorithm for the following 3D geometry entitites:

  • Surface point
  • Surface normal
  • Vertices
  • Edges
  • Triangles
  • Whole entities

One possibility to solve this issue is to calculate the solution manually using mathematics. By taking the current mouse cursor position and unprojecting it in 3D space using the inverse of the projection matrix and calculating the first intersection with a geometric entity, the solution can be found. However, this method is computation intensive, slow and cumbersome.

Off-screen rendering of a 3D CAD model for selection purpose. In this image, each triangle of the CAD model is rendered in a unique color. From the color information, the selected triangle can be found using a look-up table. These renderings are done by OpenGL in the back buffer so they are not visible to the user.

Luckily, it is not necessary to reinvent the wheel as already existing technologies can be used for this purpose. The OpenGL library supports rendering into back buffers, which means that the results are not visible to the user (off-screen rendering). To solve the problem of selection, the current view of the object is rendered into a back buffer using a special color coding method. In this selection rendering mode, lighting and geometry shading is disabled and the colors of the objects are defined by the programmer. Selectable objects are displayed in unique colors, while the background and non-selectable geometries are rendered in black. To find the geometric entity which is currently selected, a small part of the back buffer around the mouse cursor position is copied and the closest non-black color value is searched. The correspondence between the color code and the information of the selected element is determined by a lookup table.  With this method, a hardware accelerated selection mechanism can be easily implemented. The picture above shows an image of this off-screen selection rendering. This method is sufficient for most geometric entities; however, some minor problems must be tackled with. If a vertex (a corner point of a triangle) is to be selected, it must be ensured that all vertices which are not visible due to occlusion, such as points on the backside of the object, are hidden. This is done by not only rendering the vertices with their unique color value, but also by rendering the whole geometry in the back buffer using black color. The depth-test of the video cards depth buffer will then automatically discard hidden points, making their selection impossible.

Another problem is to find the surface point on the geometry. In this selection mode, not the vertices of the triangle are to be selected, but the exact coordinates that are currently hovered by the mouse need to be known. While this case is less relevant for geometries with a dense triangle mesh, it becomes more important if the mesh is very sparse and only consists a few triangles. A large cube is an example of such geometry – due to the planarity of the surfaces, only very few triangles are necessary to generate the surface. To calculate the exact coordinates of the surface point currently hovered by the mouse, the color-keying method cannot be used. For this method, the solution is to render the geometry in the back buffer and then read the value of the depth buffer (z buffer) of the video card at the current mouse cursor position. This depth value can then be used to unproject the current surface point by inverse-multiplying the projection matrix and the extrinsic transformation to receive the coordinates of this point in the CAD model frame.

Honda CRZ ZE2 CAN Bit Assignment Sheet

A while ago I hooked a CAN logger to a friends CRZ, and reverse-engineered it a bit. Hope it helps for your projects 😉

Vehicle CAN

Message IDBitLengthDescription
0x13F816ThrottlePosition raw
0x13F4032ThrottlePosition counter
0x16408Headlight switch
0x1644816Vehicle speed
0x17C2416Engine RPM
0x19111Transmission reverse SW
0x19121Transmission neutral SW
0x374328Trunk open
0x13688VTEC SW
0x13608fuel cutoff

IMA CAN

Message IDBitLengthDescription
0x111816IMA Motor RPM
0x169816IMA motor current (mA)
0x2312416IMA SOC

“Can not find free FPB Comparator!” when using OpenOCD…

The last two days, I had a very interesting problem that I thought is worth sharing. I am developing a project on an STM32 microcontroller. My toolchain uses Eclipse, which uses GDB, which in turn controls OpenOCD, which does all the low-level stuff so that I can flash and debug. That worked very well for a long time. Until yesterday.

What did I do? I added a new class to my project, which at some point would be dynamically allocated. I kept the method bodies all empty, so nothing should happen. But after flashing the code to the target, the debugger crashed with the message:

Can not find free FPB Comparator!
can’t add breakpoint: resource not available

This error message was already familiar to me – it usually happens when you have too many breakpoints listed in Eclipse, and when you start the debug session, it will automatically add all these breakpoints. If you have listed more breakpoints than the MCU supports (six), this message appears. But here, my breakpoint list was completely empty.

Strange! I had no idea what was going on here, so my first trial and error approach was to reduce the flash and RAM footprint of my app, but even after implementing some optimizations here and there, the problem remained the same. The fun fact was that if I commented out that class, debugging worked again! But once my class was back, even with empty function bodies, the debugger stopped working!

So I decided to have a closer look. Using the telnet interface of OpenOCD, I was able to halt and continue the MCU, so debugging in general was technically still working. Reading and writing from and to memory was also working.

After reading a lot about the FPB, I understood a bit better how this works: The Flash Patch and Breakpoint (FPB) unit is a set of registers of the ARM MCU, which consists of several comperators – one for each breakpoint. Each comperator basically stores one program ( FP_COMPx). If the currently executed address matches what is written inside this register, the execution will be stopped and you can debug.

So I decided to have a look at the hardware registers itself. Since I couldn’t use Eclipse for debugging anymore, I had to use Telnet. If you have an OpenOCD server running, it will listen on port 4444 for a telnet connection. Via this connection, I was able to read out the memory of the FPB registers, located at address 0xE0002000:

mdw 0xe0002000 20
0xe0002000: 00000261 20000000 48001239 4800164d 480019b1 480021a1 48005d0d 48006851
0xe0002020: 00000000 00000000 00000000 00000000 00000000 00000000 00000000 00000000
0xe0002040: 00000000 00000000 00000000 00000000

Starting from the third register (0x48001239), there is a list of six registers filled with some addresses. That explains the error that we see from OpenOCD, the questio now is, who is writing to these registers?

A lot of further research revealed me that it is possible to open OpenOCD in debug mode, by passing parameter “-d3” to it. This even works in Eclipse:

With this additional debug output, I could actually see what secretly happens after flashing. I saw about six of these blocks:

Debug: 17205 11732 gdb_server.c:3153 gdb_input_inner(): received packet: ‘m8001238,2’
Debug: 17206 11732 gdb_server.c:1438 gdb_read_memory_packet(): addr: 0x0000000008001238, len: 0x00000002
Debug: 17207 11732 target.c:2210 target_read_buffer(): reading buffer of 2 byte at 0x08001238
Debug: 17208 11732 hla_target.c:777 adapter_read_memory(): adapter_read_memory 0x08001238 2 1

This is actually the part where the breakpoints were set, and I could see the breakpoints were actually explicitly requested by someone! But why? And why on earth would Eclipse set so many breakpoints? I decided to check the addresses in the Linker file.

The locations usually looked somewhat like this:

All of these blocks somehow had a function with the string “main”, and it was the same case with my recently added C++ class, which also had a member function named “main”. That was when I understood, that Eclipse automatically sets a breakpoint at main() after startup! And for some reasons, it is setting this breakpoint also to classes that have a member function with the name main. It was just because I added one more class with a “main” function, that the number of possible breakpoints was exceeded, and the debugger wouldn’t work anymore.

You could debate if it is good style to have functions named “main” in your code. For me, it was OK because they are not only class members, but also somewhere in their own namespace, and should therefore be restricted. Turns out this was not always the case.

So if you encounter this problem, make sure to reduce the number of functions named “main” in your system!

Building a Digital Cluster Converter

Dear friends, today I would like to share some exciting news for you, and make it official – I am building a converter to allow you to fit a digital cluster into your 80ies oldschool vintage car!

In the last few month, I published details on how the digital cluster in a Nissan Sunny B12 Rz-1 works, and how it is integrated into the vehicle electronics. Well knowing that even with the information available, most owners of these old cars would not be able to do the job themselves, I decided to start building an adapter.

So how’s the idea?

Having solved all the big questionmarks around the digital cluster was not sufficient. From knowing how the speed sensor signal looks like (0-5V PWM), or how the fuel sensor of the digital cluster works, to have a digital cluster successfully installed in your car, is a long way to go. That’s why I decided to build you guys a simple, plug-and-play conversion. The idea is that with my kit, you just install a different speed sensor, attach my harness to the one already installed in the car, and connect it to your digital cluster. No hassle, no removal of the dashboard, no cutting of wires, no soldering.

The Rz1 digital cluster converter – the PCB of the ECU on the right, and the 3D printed plugs to hook up the adapter to your vehicle harness. The round thing in the upper right corner is the vehicle speed sensor, that fits the Rz1 gearbox.

The heart of the conversion is a little, custom made ECU based on an STM32 Microcontroller. This chip will do the math, and adapt the signals that we provide to it to a format that the original Sunny Rz1 digital cluster will understand. It will basically work as a translator between the electrical signals of your car and the digital cluster.

That solution means that you don’t have to bother anymore to find a Nissan Rz1 JDM digital speed sensor or aquire a fuel level sensor from a model with a digital dash – if you own these parts, consider yourself lucky, as these are pretty much Unobtanium.

In more detail, the ECU will convert the vehicle speed signal from a sensor that fits mechanically onto the Rz1 transmission (see the black round thingy in the picture). It gives out 4 pulses per rotation – but the digital cluster needs 24 pulses per rotation! To solve this, the ECU is constantly monitoring the frequency of the vehicle speed sensor, and multiplies this frequency by 8 – and then gives this signal to the digital cluster.

For the fuel signal, the ECU does a similar job: A ADC (analog-digital-converter) measures the fuel quantity in your car, and uses a lookup table to calculate the fuel output level. Say for example, the analog fuel sensor measures 50Ohms, then the ECU knows that this corresponds to a fuel level of 30%. Using the lookup table of the digital cluster, it then translates this fuel level to a voltage: Say that 30% means a fuel signal of 2.1V, then the ECU will provide a 2.1V signal to the cluster, which will then display the correct fuel quantity of 30%.

Some geeky technical details — the STM32 has 256k flash and 64k RAM. The application uses a FreeRTOS operating system. Four different tasks manage the signal conversion, and a serial UART interface allows you to print debug information or change settings. The conversion factors and lookup tables are stored in a data flash.

But having an ECU to convert the signals is not enough, as it would still mean that you would have to spend hours and hours removing your vehicles’ dashboard, cluster, harness, cut wires, solder, measure… it can easily take several weeks to accomplish this. I asked myself, how is it possible to make the installation as easy as possible, so that basically everyone can do it?

The idea that popped into my mind was to build an adapter wire harness, which plugs into the OEM harness, and changes the pinout. On the other side of the adapter harness, you can directly connect your cluster. The biggest obstacle here is that the cluster connectors in the Rz1 are 30 years old, and there’s no place on earth were you can buy a matching female connector. I searched for days. You just can’t.

So that basically means that if you want to install a digital cluster, you have to cut off the original connectors, and solder everything together?

Luckily not.

After giving up searching a suitable connector that plugs into the OEM harness, I decided to build my own. Above is the CAD drawing of it, and if you scroll all the way up to the picture, you can see the 3D printed result cases. Take two more custom-made electrical PCB circuits and a strain relief, and voilà – your custom made electrical connector is completed!

The custom made PCB will serve as the electrical connection. The cables are soldered to the PCB, and then slid into the 3D printed case, where they are secured. The connector can directly connect to the Rz1 harness, without any cutting required! Compare the gray plug cases with the electrical connector that came from a junkyard Sunny B12 – they will perfectly lign up.

The adapter is now in the late stages of development. The custom plugs are made, the PCB layout for the ECU is done, the software is about 80% complete, next up follows making a prototype and a test installation in a Nissan Rz1. After extensive testing, I hope I can offer you this adapter for sale within one or two month.

What will it cost?

Considering the effort that it took to write the code, design PCBs, the costs for custom PCBs and 3D printing, doing all the research on the Rz1 digital wire harness, measuring out a complete Rz1 harness from Russia, and trying out a lot of different approaches, development of this adapter had cost me a lot. The fact that the number of potential buyers will certainly be less than ten, will not help me a lot either. I am targeting a sales price of roughly 350€ per complete converter, including speed sensor, adapter harness, and custom made ECU. If you are on a tight budget, all the schematics and drawings will be published after the project was completed, so that you can also build everything yourself.

That being said, thank you for reading and the interest! Have fun keeping your old cars on the road, and make sure to come back regularly to find out about updates on this project!

By the way, for all the software guys and girls among you, feel free to check out my GitHub, you will find the complete source code for the adapter there. I will probably do another blog post which focusses only on the software parts, so stay tuned!

Nissan Sunny B12 Rz-1 Digital Speed Sensor

Today I finally managed to measure the signals on the digital speed sensor. I don’t own any of the Rz-1 digital cluster parts, but luckily, a friend borrowed me his sensor and allowed me to reverse-engineer it.

The speed sensor has a connector with three pins: black (right), yellow (middle), red (left).

Based on what I measured, black is GND, red is +5V supply, and yellow is the speedometer signal. The based on my scope prints, it seems that per revolution of the speedo cable we can see 24 pulses:

When I rotate the pin of the speed sensor at about one revolution per two seconds, the cluster shows me – very roughly – 13 km/h.

When only connecting the +5V and GND, but leaving the signal pin open. the signal looks idential. When rotating the pin of the sensor, the 5V pulses on the signal line are still visible.

Therefore, it seems we can just use a 0-5V PWM, and bring it onto the cluster, and it should display the speed signal.

How to setup the ESP32 to visualize OBDII Data…

This manual describes how to use an ESP32 as an extension to the existing OBDIIC&C device, available for the Honda Insight ZE1. This device will not add any new features, but will allow you to visualize the OBDII data on your smartphone.

If you are looking for a tutorial on how to read data from an OBDII connector, this ist the wrong place.

First, you’ll need an ESP32. Connect the ESP32 via a Micro USB cable to your PC. Install the drivers, if necessary. The ESP32 should be recognized as a COM port:

Download the ESP32 Flash Download Tool from the website:

https://www.espressif.com/en/products/hardware/esp32/resources

Select “Tools” -> Flash Download Tools (ESP8266 & ESP32) .

After downloading, start the flash download tool.

Select “ESP32 DownloadTool”.

The main window will pop up. Configure as follows:

SPI flashing, 32Mbit flash, 40 MHz SPI speed.

Add the binary to the list of files to flash, and set a start address of 0x0. Also make sure to choose the correct COM port. After setting up everything correctly, press „START“.

If everything works OK, the download should take about ~ five minutes.

After reset the target, you should see some debug output in the serial interface, looking like this:

How to Connect the ESP32 to the OBDIIC&C

To make sure the ESP32 can talk with the OBDIIC&C, we need to connect three wires:

  • GND
  • UART Rx
  • UART Tx

However, the logic levels of the two MCUs are different. The PIC uses 5V TTL logic for the UART, the ESP32 3.3V. Additionally, the logic levels are inverted.

Hence, you need two transistors to adapt the signal levels, and invert the logic levels at the same time. Have a look at the example schematics below to understand how to wire things up:

How to connect the ESP32 to the OBDIIC&C data logging port

Note that the pins of the ESP32 used for UART communication are D22 and D23, not the pins labeled “RXD” and “TXD” next to it (this is a different UART channel). The ESP32 supports connecting the second UART to any pin of the device. The first UART peripheral is available via USB or the RXD and TXD pins, and is used for flashing an debugging. The second UART, on pin 22 and 23, is used to communicate with the OBDIIC&C.

Please double-check the pinout on the “headphone” plug on the OBDIIC&C, make sure to measure which pin is GND first.

3V3 are directly available on the ESP32, 5V you’ll need to get from the OBDIIC&C.

Downloads

Below, you will find the download link to the ESP32 software:

esp_flashDownload

Honda Insight ZE1 OBDII Smartphone App

I’ve been using Peters OBDII C&C for quite a while now, and while I like it’s features, it lacks the intuitiveness of a modern smartphone app. So I thought it’s about time to improve this!

System Architecture

Two MCUs are working together to read the OBDII data from the car, and transmit it vie BLE (Bluetooth Low Energy). The data is transmitted to the smartphone, where it is visualized.

The two controllers are one PIC and one ESP32, the PIC is programmed by Peter, and used to interface the OBD, while the ESP32 is programmed by me, used for forwarding the data to the smartphone.

Both MCUs communicate via UART.

See a first running demo of it here:

Nissan Rz1 Digital Cluster Conversion

A few years ago, I modified a LHD Nissan Sunny B12 Coupé Rz1 and fitted a RHD JDM digital clusters, and uploaded a short video of it on youtube.

I received a lot of questions on this modification, and decided to publish the knowledge I gained here.
Most importantly, here is the pinout.

Pinout Comparison of the RHD JDM loom and the LHD EUDM/USDM loom

Connector Pinout

The connectors are drawn on the left side. Basically, you see five connectors here. Connector “A”, “B”, and “C” under the header “Digitaltachostecker” describe the connector of the digital cluster. Connector “A” is the large one that powers the talltales and warning lights, connector “B” is the hard-to-find black one, that provides all the actual digital signals. The three-pin connector “C” can not be found on the cluster, but is the connector on the tachometer sensor in the engine bay (you need that part too).

The connectors labeled with “EU stecker” refer to the ones that you will find in your LHD Rz1s that came with analog clusters. You should most likely find them in your car if you remove the cluster.

In case you have a low-end spec B12 that came without a rpm gauge (some U.S. Sentras maybe?), your connector layout is probably different again.

The drawings show the connectors (sockets) on the cluster, as if you look on the backside of the cluster. They do not show the connectors on the harness!

The first problem you’ll face is that you need to get the small connector “B”, which, if it is not attached to your digital cluster, is pretty much unobtanium. You could try to find the original part number or a the part number from the supplier who made this connector, or in the worst case, replace the connector with a diffent type of similar size / pin cont and just solder everything together.
The white, larger connector “A” is physically identical to connector “A” of your LHD harness, but with a different pinout.

You got your hands on some plugs? Good, then you can already solder everything together, and your digital cluster should already party come to life. PRM, turn indicators, telltales (except exhaust temperature), temperatur gauge and fuel should come to life.

Vehicle Speed Sensor

The next difficult task it to get a speed sensor. The analog clusters uses a mechanical speedo cable that connects the gearbox to the speedo pointer – that is 100% mechanical oldschoolness!

For the digital cluster, NISSAN chose to go half they way – they still use a mechanical cable, about 50 cm long, that connects the gearbox to an electrical sensor. That sensor converts the motion into PWM signals, that are electrically supplied to the cluster. For the conversion, you will need both the cable and the sensor. If you don’t have these parts, then the installation will be a bit more difficult. They will plug&play fit to any gearbox.
The digital sensor is connected with two cables, C2 and C3, to the main plug of the cluster. So you will need to add two wires from your engine bay to your cluster.

If I remember correctly, the speedo singal is triggered twice per revolution. If you don’t have a sensor, you might want to use a function generator and try to get your cluster displaying something. If you are struggling here, feel free to leave a comment, then I will look up the technical details.

From the youtube comments on my channel, I understood that there seem to be different types of sensors, depending on which engine / gearbox your donor car had. It is likely that non-matching gearboxes will provide false readings on the speedo! If this is the case, then you would need to invest more engineering into the problem, e.g. use a small microcontroller to correct the signal.

I once tried to fit a digital sensor from the B13/N14 series into an E16i gearbox, but they wouldn’t fix plug&play. The main problem was that while the diameter was the same, the axis of the sensor was slightly offset. With some fiddling you might be able to mount them, though.
These sensors might fit for the GA16i gearbox, though. If you tried going this way, please leave a comment and share your experiences! it would definitely be cleaner looking than the OEM B12 parts.

You will have to figure out a solution to mount the speedo sensor in your engine bay, as the LHD / RHD firewalls are different. I suggest to use a little metal plate to mount the sensor to, and then adapt that to the firewall.

Incorrect mounting with too much tension on the cable might lead to the speedo not working at all, faster wear-out or not working at all.

Fuel Level Sensor

A problem which is not yet solved, it the fuel gauge. The fuel sensors used in the JDM digital cluster cars have a different characteristic.

The analog clusters use an 8V voltage regulator, which is connected to the fuel gauge and the fuel sensor in series. The resistor value of the LHD fuel sensor is as follows:

Resistor Value [Ohm] Displayed Fuel Level
2,4 110%
11,8 100% (full)
21 77%
35,748%
61,825%
80,65%
87-1%

The digital cluster characteristic is quite different. I used a JDM cluster and measured the fuel input. The fuel sensor is supplied by 5V, and depending on the resistor values, the following fuel level is displayed:

Resistor Value [Ohm] Number of bars
14,9 14 (full)
20,414 (full)
23,613
30,613
7810
1058
2166
3004
4003
6002
7171
8091
10000 (empty)

With this information, you should be able to build your own adapter for the fuel sensor.

Nissan Sunny B12 E16i Seitenschaden

Eckdaten:
1986er Nissan Sunny B12 Coupé, rostfreie Karosserie, Oldtimerzulassung, zeitgenössisches Tuning

Unfallschaden Seitenwand links, Streifschaden hinter der Tür links.

Notwendige Arbeiten:

  • Richten der Seitenwand
  • Lackierung Seitenwand links + Verspoilerung links (neuwertige vorhanden) + Dach
  • Einbau neuer Windschutzscheibe (vorhanden)

Zustand vor Demontage der Seitenverspoilerung:

Die Tür wurde bereits getauscht und lässt sich mit minimast erhöhtem Kraftaufwand schließen.

Detailansicht Seitenschaden:

Under der schwarzen Gummikappe ist ein Bohrloch, welches auch zugeschweißt werden müsste.
Der Türsensor liegt aufgrund des Schadens nicht mehr an der Tür an.
Der untere Schwellerbereich ist rostfrei, und nicht beschädigt. Die Beschädigungen betreffen ausschließlich die Seitenwand. Der Wagen ist mit Mike Sanders Fett hohlraumversiegelt. Bei Bedarf kann diese mit einem Heißluftfön entfernt werden.
Spalt zur Tür (Tür wurde getauscht)
Under der runden Gummikappe befindet sich ein Bohrloch (Vorbesitzer…)
Sicht von vorne

Die Verkleidungen auf der Innenseite werden entfernt, sodass problemloser Zugang zu der Seitenwand von beiden Seiten aus gewährleistet ist. Die Seitenwand ist auch vom Innenraum gut erreichbar.

Vielen Dank fürs Lesen!