Mot changes
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Pikey
Dummy Ejection Facilitator..
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Just aheads up not sure of the full implications but the seemingly most pertinent to us is that any vehicle with a non standard ecu will be an instant failure there are other changes but this is the most potentially dangerous
Engineer
So how is an MOT tester gonna know if the ECU is original or been tweaked??
discool
Well-Known Member
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- 13,493
So he's going to start removing panels to find ecu's is he just had a quick count for my disco has five and maybe a couple more and D2 will have a few more than that.
just had a quick count for my disco has five and maybe a couple more and D2 will have a few more than that.teddykiller
New Member
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teddykiller
New Member
- Posts
- 153
- Location
- Leeds
The car/light goods vehicle MOT test is about to change – the European Commission has changed the Directive that covers it. We take a look at when these changes are likely to come into effect and what they mean for MOT testers.
Britain has been testing vehicles under the MOT scheme for 50 years now. Last year, the European
Directive covering the MOT test was updated and revised by a modern version called 2009/40/EC. This was then updated by 2010/48/EU, which was ratified on 5 July this year. The new Directive keeps the EU
minimum 4-2-2 test frequency but adds a number of new elements to the British MOT test. The Directive
anticipates all test changes being in place by 1 January 2012, and a common European approach to test certificates in place by 1 January 2014. So what is VOSA doing to introduce the changes? In terms of test frequency, in mid-July the coalition government confirmed that it intends ‘to look at the issue of MOT test frequencies later this year’. VOSA contributed statistical data to inform the last review in 2008, and we expect that our computer system and the data you have entered will be utilised again in much the same way. We expect to hear more details of the government’s review proposals later in the year.
As far as changes to the test content are concerned, VOSA has already been analysing the requirements of the new Directive and working out how to implement them. We started this earlier in the year by talking with representatives of the MOT trade at our regular Trade User Group and VTS Council meetings. Both VOSA and the Department for Transport (DfT) are keen to ensure that any changes to the test are introduced in as practical a way as possible, keeping the burden on the trade to a minimum and ideally keeping the changes cost neutral. In many cases, the changes shouldn’t necessarily lead to an increase in average test times. A good example is the malfunction indicator lamps on the dashboard that indicate defective electronic power steering, electronic stability control and secondary restraint systems. Testers already check the dashboard for other lamps, so no extra time would be required for this addition to the test.
Electrical wiring and batteries are
now included in the test’s scope,
but testers already check the
vehicle structure where wiring is
secured – often along the same
routes as other testable items,
such as brake pipes in the engine
compartment. So again, this
doesn’t look like an additional
burden on the tester. In the precomputerisation
days, testers often
(wrongly) failed vehicles for insecure
batteries, so they must have been
looking at them then! Now, it
means that when we implement
the new Directive, vehicles can
legitimately fail for battery insecurity,
for no extra tester effort.
Other items – such as headlamp bulb and unit incompatibility, headlamp levelling devices and
illegal engine ‘chipping’ – will need further thought before we can get a workable solution for MOT
stations. Some of the new items may require extra effort on the part of the tester – when we know for
sure what that is we’ll be talking again with our trade and DfT colleagues to work out what the
impact will be.
The common EU test certificate
should be relatively easy to achieve
– the only data that the Directive
expects and that we don’t currently
provide is the symbol for the
vehicle’s country of origin. Probably
99% of vehicles tested will have
‘UK’ entered here, but if you do test
vehicles with a foreign plate, you
will need to enter the correct
country symbol. We may even be
able to make this change earlier if
there is a convenient opportunity.
The MOT trade can rest assured
that VOSA is working closely with
you to introduce any new elements
as efficiently and effectively as
possible, with the minimum of
fuss. Just as importantly, we are
also working closely with Siemens
to ensure that any system changes
due on New Year’s Eve 2011 go
smoothly! We should know more
by the time the MOT seminars take
place – come along and ask the
experts. We’ll also be sure to keep
you posted on developments
through Matters of Testing.
Britain has been testing vehicles under the MOT scheme for 50 years now. Last year, the European
Directive covering the MOT test was updated and revised by a modern version called 2009/40/EC. This was then updated by 2010/48/EU, which was ratified on 5 July this year. The new Directive keeps the EU
minimum 4-2-2 test frequency but adds a number of new elements to the British MOT test. The Directive
anticipates all test changes being in place by 1 January 2012, and a common European approach to test certificates in place by 1 January 2014. So what is VOSA doing to introduce the changes? In terms of test frequency, in mid-July the coalition government confirmed that it intends ‘to look at the issue of MOT test frequencies later this year’. VOSA contributed statistical data to inform the last review in 2008, and we expect that our computer system and the data you have entered will be utilised again in much the same way. We expect to hear more details of the government’s review proposals later in the year.
As far as changes to the test content are concerned, VOSA has already been analysing the requirements of the new Directive and working out how to implement them. We started this earlier in the year by talking with representatives of the MOT trade at our regular Trade User Group and VTS Council meetings. Both VOSA and the Department for Transport (DfT) are keen to ensure that any changes to the test are introduced in as practical a way as possible, keeping the burden on the trade to a minimum and ideally keeping the changes cost neutral. In many cases, the changes shouldn’t necessarily lead to an increase in average test times. A good example is the malfunction indicator lamps on the dashboard that indicate defective electronic power steering, electronic stability control and secondary restraint systems. Testers already check the dashboard for other lamps, so no extra time would be required for this addition to the test.
Electrical wiring and batteries are
now included in the test’s scope,
but testers already check the
vehicle structure where wiring is
secured – often along the same
routes as other testable items,
such as brake pipes in the engine
compartment. So again, this
doesn’t look like an additional
burden on the tester. In the precomputerisation
days, testers often
(wrongly) failed vehicles for insecure
batteries, so they must have been
looking at them then! Now, it
means that when we implement
the new Directive, vehicles can
legitimately fail for battery insecurity,
for no extra tester effort.
Other items – such as headlamp bulb and unit incompatibility, headlamp levelling devices and
illegal engine ‘chipping’ – will need further thought before we can get a workable solution for MOT
stations. Some of the new items may require extra effort on the part of the tester – when we know for
sure what that is we’ll be talking again with our trade and DfT colleagues to work out what the
impact will be.
The common EU test certificate
should be relatively easy to achieve
– the only data that the Directive
expects and that we don’t currently
provide is the symbol for the
vehicle’s country of origin. Probably
99% of vehicles tested will have
‘UK’ entered here, but if you do test
vehicles with a foreign plate, you
will need to enter the correct
country symbol. We may even be
able to make this change earlier if
there is a convenient opportunity.
The MOT trade can rest assured
that VOSA is working closely with
you to introduce any new elements
as efficiently and effectively as
possible, with the minimum of
fuss. Just as importantly, we are
also working closely with Siemens
to ensure that any system changes
due on New Year’s Eve 2011 go
smoothly! We should know more
by the time the MOT seminars take
place – come along and ask the
experts. We’ll also be sure to keep
you posted on developments
through Matters of Testing.
Pikey
Dummy Ejection Facilitator..
- Posts
- 47,185
- Location
- in Baron Wet Bum's Slave pit..
NO mention of ecu failures for modifications??
in fact it's really just minor changes that should have been made years ago.
Pikey
Dummy Ejection Facilitator..
- Posts
- 47,185
- Location
- in Baron Wet Bum's Slave pit..
What consitutes "illegal Chipping though" is it ecu chipping for more power?? or chipping things like mileage etc??
teddykiller
New Member
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- Location
- Leeds
Possible new MOT regulations for 2011
big discussion there about it, although most are moaning about HID lights.
big discussion there about it, although most are moaning about HID lights.
Mike Whiskey
New Member
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- 311
Teddykiller, what is the source for what you say? I'd also love to know how the define what chipping is legal, and what is illegal?
MW
uncle albert
New Member
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- near louth n/lincs
if you do internet search for uk mot changes its there
At the risk of repeating myself, please supply a correct and official (not to another forum full of hearsay!) link to information affecting the 2011 MoT which relates to checking ECUs on cars! Not complicated, just supply a link and quote the relevant bit from it. Many thanks.
oldskool
Well-Known Member
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- 3,116
- Location
- Essex near maldon
Won't be that easy Fanatic NO PLUG will equal FAIL
DEANO3528
Member
- Posts
- 67
I doubt anyone will moan about the legislation to outlaw those awful HID light conversions. Lights are getting brighter and brighter and causing more of a nuisance where they have been botch fitted to totally unsuitable vehicles.
The towbar now comes into the MOT and I have to say, "So what!"
Anyone who is happy to either tow a caravan/heavy trailer or snatch recover using a towing bracket attached to sub-standard metalwork is some sort of muppet!
The towbar now comes into the MOT and I have to say, "So what!"
Anyone who is happy to either tow a caravan/heavy trailer or snatch recover using a towing bracket attached to sub-standard metalwork is some sort of muppet!
oldskool
Well-Known Member
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- Location
- Essex near maldon
But thats the whole point of checking the tow bar mounting points on an MOT cos not every one gets under there cars, how often on here do peeps landies fail there MOT on rust?? or exccessive corrosion.
DEANO3528
Member
- Posts
- 67
That's a fair point.
I always carry out my own 'home MOT' before presenting the vehicle; always have done.
Saves me time running it back again for one thing. Had very few failures on many, many vehicles over the last 30 years as a result.
As a matter of fact, when we scrutineer vehicles for our club events, we have failed several on things that passed the MOT only a week previously! Steering shaft UJ's, battery straps drop arm ball joints, handbrake etc
I always carry out my own 'home MOT' before presenting the vehicle; always have done.
Saves me time running it back again for one thing. Had very few failures on many, many vehicles over the last 30 years as a result.
As a matter of fact, when we scrutineer vehicles for our club events, we have failed several on things that passed the MOT only a week previously! Steering shaft UJ's, battery straps drop arm ball joints, handbrake etc
