option of an aerosol can of tyre repair sealant. This was a factory standard from 1998 as it increased the usable size of the very small boot to . To save weight the bonnet was made from a composite material called KMC (composed of polyester and fiberglass, and using epoxi adhesives also), while front wings were made in PUR plastic. At the time, the bonnet was the largest single composite moulding on a production car. When the bonnet is opened, two rectangular Hella headlamps are revealed with separate bulbs for dip and main beam, behind the four round holes in the bonnet. The bodyshell was galvanised with full plastic wheelarch liners and is therefore rustproof. Weight distribution for four cylinder engined car is 61% front/39% rear and for a V6 is 63% front/37% rear As would be expected, the GTV has a much more rigid chassis, up to 64% stiffer, although considerable work was done on the Spider to reduce the traditional convertible problem of scuttle shake. Spider also features a reinforced A-pillars. Wheels are 15 inch perforated steel as standard, 16 inch teardrop alloy wheels with 205/50 tyres were part of the Lusso option package. From Phase 2 and 3 16 inch teardrop alloy wheels became standard with factory option of 17 inch alloy wheels and 225/45 tyres. Only from Phase 3 (not including earlier limited editions) did Spider receive 17 inch wheels option. Criticisms of the model have been that it is hard to park due to its large turning circle (11,2 m on most cars) and low seating position, which mean that the end of the bonnet and corners are outside the driver's line of sight. The doors are very long and need plenty of space in a car park. *from: sales brochures, owners manuals and repair manuals Suspension The front suspension utilises a fairly conventional set-up that comprises MacPherson struts, offset coil springs, lower wishbones and an anti-roll bar. The independent, multiple arm rear suspension comprises quadrilateral geometry with an upper triangle, double lower arms, coil springs and anti-roll bar secured to a light alloy subframe which is, in turn, mounted onto the car's body. The design of this geometry, and the fine tuning of the bushes, is such that during initial stages of a turn, the centrifugal forces create a small 'rear wheel steer' effect in the opposite direction to the way the front wheels