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Used ‘van buyer’s guide – Mobilvetta Euroyacht motorhome

If you're searching for used motorhomes for sale but you still want some luxury, we think the Mobilvetta Euroyacht A-class motorhomes are worth considering

Published: October 10, 2014

Luxurious and powerful, the Mobilvetta Euroyacht A-class motorhomes built between 1996 and 2002 should be on your ‘must-see’ list if you’re thinking of buying a deluxe motorhome.

As we do regularly at Practical Motorhome, online and in the magazine , here we are focusing on a great used mainstream motorhome, giving you expert advice so you are able to buy with confidence. We tell you which is the best of the bunch, what to pay and any problems to look out for.

This time, we are looking at the Iveco-based Mobilvetta Euroyacht. If you are looking for the best luxury used motorhomes for sale, make sure you take a look at some pre-owned Euroyachts. 

Mobilvetta Design began making high-end furniture in 1961 – in 1976 it built its first motorhome. Around 20 years later, the company launched the Euroyacht, which – when coupled with the bombproof twin-rear-wheel-drive Iveco chassis-cowl – resulted in one of the best A-class motorhomes ever built. 

These Italian lovelies really were in a class of their own, featuring 
quality cabinetwork with traditional joinery and radius hardwoods. The high standards of equipment levels and practical, new-to-Britain layouts led to them sailing out of the showroom with ease.

The Iveco-based range kicked off with the 6.8m 170 LX and 175 LX models. The 170 has a forward lounge and a midships kitchen ahead of a rear washroom. The 175, meanwhile, has double and single Pullman dinettes and bunk beds – bringing the sleeping-berth count to seven!

Next up was the 7.45m 180 LX, with a similar lounge to the 170. However, the extra length allows a fixed, European-style corner bed ahead of the full-width rear washroom.

The Mobilvetta Design Euroyacht A-class coachbuilt was built in Barberino Val D’Elsa, Tuscany, Italy between 1996 and 2002. The Euroyacht’s overall length is a modest 6.85m to 7.45m (22ft 6in to 24ft 6in).

So, what should you look out for when looking round a used Mobilvetta Euroyacht at a motorhome dealership? Here are Practical Motorhome’s expert tips to help you buy better. Let’s start with the base vehicle. The 2.5- and 2.8-litre mechanical injection TD units are under-stressed and should – given regular maintenance – last 250,000 miles. On early five-speeders, the first gear was so short that many drivers didn’t bother to use it: so do check that it can still be selected easily.

Some back-axle noise is acceptable, but avoid motorhomes with incontinent gearboxes and rear-axles. Almost all examples of the Mobilvetta Euroyacht are left-hand drive vehicles, which might be an advantage if you spend a lot of time on tour abroad in your motorhome. 

The skirts of the Euroyacht can discolour over time, and the gel coat on the moulded GRP front end cap goes flat! Bargain hard if this is the case, but be prepared to put a lot of effort in if you decide that you want to restore it to its former glory.

The foam in the habitation seat squabs was soft even when new, so this is likely to need replacing for maximum seat comfort. 

So, what do we think of these ‘vans? Here are our likes:

• Eye-candy good looks
• Revolutionary (in their day) layouts
• Twin-rear-wheel drive
• Easy chassis upgrade

And our dislikes: 

• Three-piece windscreen has blind spots
• Challenging access to the in-line engine

What’s our pick of the range? Well, unless you have a large family, go for the Movilvetta Euroyacht 180 LX. We think this is the motorhome that offers the most sensuous luxury. 

But what to pay? Mint examples are available from close to £18,000. Those that have been lived-in and need an interior overhaul are sometimes available on eBay from £10,000 (on European plates).

What alternatives are there? You could also try the  Laika Ecovip 200i and 400i Iveco-based A-class models, or the Mobilvetta Icaro. These have the same layouts and are also based on Iveco vans, but have been built as overcab coachbuilt motorhomes. Consider all three if you see them come up at a good price on the secondhand market. 

Need help finding a good motorhome dealer that you can trust? Every year, Practical Motorhome invites readers and website users to rate their motorhome and also their supplying dealer, as part of the Owner Satisfaction Survey . As a result we have fantastic feedback on all the best and worst dealerships out there, as well as reliability ratings for different brands of motorhomes. So take a look at the findings in our 2014 Owner Satisfaction Survey  when searching for motorhomes for sale, to help determine who to buy from and what to buy. The full results were published in the April 2014 issue of Practical Motorhome magazine – back issues are available by calling 08456 777 812, while stocks last.

If you are looking for the best luxury used motorhomes, make sure you take a look at some pre-owned Euroyachts

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mobilvetta euroyacht 290lx

As the UK's leading caravan dealer Glossop Garavans have over 500 caravans and a huge selection of mobilvetta euroyacht 290lx & motorhomes upon our 7 acre caravan site, our history and reputation for selling caravans speaks for itself.

Glossop Caravans are caravan main dealers for; mobilvetta euroyacht 290lx, Coachman caravans, Buccaneer caravans, Elddis caravans, Sterling caravans and Swift Caravans. Please view our caravan stocklist to look at all the caravan models available and our current stock of new and used caravans. Glossop Caravans also have 4 different caravan manufacturer Special Edition Caravans offering a higher level of specification.

We have a fantastic range of mobilvetta euroyacht 290lx, used caravans/motorhomes as well as new Motorhomes from Bessacarr, Elddis, Mondial, Escape and Swift. Glossop Caravans have one of the largest selection of new and used awnings, with a great selection on show including 6 berth caravans in one of the largest UK showrooms.

Detailsuche Fahrzeugzustand ändern Marke, Modell Mobilvetta euroyacht ändern Preis Beliebig Beliebig Erstzulassung Beliebig Beliebig Kilometerstand Beliebig Beliebig Angebote Suche speichern Standort DE ändern Kraftstoffart Beliebig ändern Leistung Beliebig ändern Fahrzeugtyp Beliebig ändern Getriebe Beliebig ändern Länge Beliebig ändern Zul. Gesamtgewicht Beliebig ändern Außenfarbe Ausstattung Mehr ... Anbieter Händlerbewertung Detailsuche

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MOBILVETTA EUROYACHT 190 - ANNO 2004

• Disponibilità: Terminato
• Codice Prodotto: 1563

Guarda anche...

• Descrizione

MOTORHOME MOBILVETTA EUROYACHT 190; MODELLO 2004; CON LETTO MATRIMONIALE TRASVERSALE IN CODA E STUPENDO GARAGE.

DESCRIZIONE:

SPAZIOSA DINETTE TRASFORMABILE IN LETTO SINGOLO; CUCINA LATERALE CON FORNO; BAGNO CON DOCCIA; LETTO MATRIMONIALE TRASVERSALE IN CODA; AMPIO ARMADIO; LETTO MATRIMONIALE BASCULANTE.

ANNO:  2004

MOTORIZZAZIONE:  

FIAT DUCATO 2.8 JTD - 127 CV

CHILOMETRI : 60.000

POSTI LETTO: 5

POSTI OMOLOGATI: 4

LUNGHEZZA (Mt.):  7,17 

LARGHEZZA (MT.):  2,24

ACCESSORI: 

ANTENNA DIG. TERR. AUTORADIO CLIMA CABINA DUOCONTROL CS FORNO A GAS FRIGO 110 LITRI GOMME 16" LUCE ESTERNA PANNELLO FOTOVOLTAICO PORTA ZANZARIERA PRESA DOCCIA E GAS RILEVATORE FUGHE GAS RISCALDAMENTO WEBASTO STUFA COMBI 6000 KCAL SENSORI RETROMARCIA TV VERANDA

ACCESSORI NON COPERTI DA GARANZIA DI CONFORMITA': PIEDINI IDRAULICI SOSPENSIONI AD ARIA

GARANZIA LEGALE DI CONFORMITA':

Infiltrazioni Scocca: 12 Mesi Meccanica: 12 Mesi

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mobilvetta euroyacht

quote: Originally posted by dino sauro evidentemente oltre ad essere in pochi, abbiamo anche pochi problemi con l E...Y...contrariamente ad altre marche,e siamo di poche parole. >

Vuoi eliminare il messaggio?

Sottoscrizione, il messaggio è in fase di inserimento., camperonline.

Buongiorno gentile utente, da oltre 20 anni Camperonline offre gratuitamente tutti i suoi servizi grazie agli inserzionisti che ci hanno dato la loro fiducia, permettici di continuare il nostro lavoro disattivando il blocco delle pubblicità. Grazie della collaborazione.

Azione eseguita con successo

Azione fallita.

 MiG 3 main list    +

 Mikoyan Gurevich MiG 3 172IAP For the Party of Bolsheviks with Nikolai Sheyenko May 1942 01

Mikoyan-Gurevich MiG-3

National origin:- Soviet Union Role:- Fighter Interceptor Manufacturer:- Mikoyan-Gurevich Designer:- First flight:- 29th October 1940 Introduction:- 1941 Status:- Retired 1945 Produced:- 1940-1941 Number built:- 3,422 Primary users:- Soviet Air Forces (VVS); Soviet Air Defence Forces (PVO); Soviet Naval Aviation Developed from:- Mikoyan-Gurevich MiG-1 Variants:- Mikoyan-Gurevich I-211 Operational history MiG-3s were delivered to frontline fighter regiments beginning in the spring of 1941 and were a handful for pilots accustomed to the lower-performance and docile Polikarpov I-152 and I-153 biplanes and the Polikarpov I-16 monoplane. It remained tricky and demanding to fly even after the extensive improvements made over the MiG-1. Many fighter regiments had not kept pace in training pilots to handle the MiG and the rapid pace of deliveries resulted in many units having more MiGs than trained pilots during the German invasion. By 1 June 1941, 1,029 MIG-3s were on strength, but there were only 494 trained pilots. In contrast to the untrained pilots of the 31st Fighter Regiment, those of the 4th Fighter Regiment were able to claim three German high-altitude reconnaissance aircraft shot down before war broke out in June 1941. However high-altitude combat of this sort was to prove to be uncommon on the Eastern Front where most air-to-air engagements were at altitudes well below 5,000 metres (16,000 ft). At these altitudes the MiG-3 was outclassed by the Bf 109 in all respects, and even by other new Soviet fighters such as the Yakovlev Yak-1. Furthermore, the shortage of ground-attack aircraft in 1941 forced it into that role as well, for which it was totally unsuited. Pilot Alexander E. Shvarev recalled: "The Mig was perfect at altitudes of 4,000 m and above. But at lower altitudes it was, as they say, 'a cow'. That was the first weakness. The second was its armament: weapons failure dogged this aircraft. The third weakness was its gunsights, which were inaccurate: that's why we closed in as much as we could and fired point blank." On 22 June 1941, most MiG-3s and MiG-1s were in the border military districts of the Soviet Union. The Leningrad Military District had 164, 135 were in the Baltic Military District, 233 in the Western Special Military District, 190 in the Kiev Military District and 195 in the Odessa Military District for a total of 917 on hand, of which only 81 were non-operational. An additional 64 MiGs were assigned to Naval Aviation, 38 in the Air Force of the Baltic Fleet and 26 in the Air Force of the Black Sea Fleet. The 4th and 55th Fighter Regiments had most of the MiG-3s assigned to the Odessa Military District and their experiences on the first day of the war may be taken as typical. The 4th, an experienced unit, shot down a Romanian Bristol Blenheim reconnaissance bomber, confirmed by postwar research, and lost one aircraft which crashed into an obstacle on takeoff. The 55th was much less experienced with the MiG-3 and claimed three aircraft shot down, although recent research confirms only one German Henschel Hs 126 was 40% damaged, and suffered three pilots killed and nine aircraft lost. The most unusual case was the pair of MiG-3s dispatched from the 55th on a reconnaissance mission to PloieÅŸti that failed to properly calculate their fuel consumption and both were forced to land when they ran out of fuel. Most of the MiG-3s assigned to the interior military districts were transferred to the PVO where their lack of performance at low altitudes was not so important. On 10 July 299 were assigned to the PVO, the bulk of them belonging to the 6th PVO Corps at Moscow, while only 293 remained with the VVS, and 60 with the Naval Air Forces, a total of only 652 despite deliveries of several hundred aircraft. By 1 October, on the eve of the German offensive towards Moscow codenamed Operation Typhoon, only 257 were assigned to VVS units, 209 to the PVO, and 46 to the Navy, a total of only 512, a decrease of 140 fighters since 10 July, despite deliveries of over a thousand aircraft in the intervening period. By 5 December, the start of the Soviet counter-offensive that drove the Germans back from the gates of Moscow, the Navy had 33 MiGs on hand, the VVS 210, and the PVO 309. This was a total of 552, an increase of only 40 aircraft from 1 October. Over the winter of 1941-42 the Soviets transferred all of the remaining MiG-3s to the Navy and PVO so that on 1 May 1942 none were left on strength with the VVS. By 1 May 1942, Naval Aviation had 37 MiGs on strength, while the PVO had 323 on hand on 10 May. By 1 June 1944, the Navy had transferred all its aircraft to the PVO, which reported only 17 on its own strength, and all of those were gone by 1 January 1945. Undoubtedly more remained in training units and the like, but none were assigned to combat units by then.

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