John Parham analyses the MOT Inspection Manual changes line by line
It has probably come to your notice that the Inspection manual has significantly changed in the recent past. Many of the common reasons for failure (RfR) are no longer there, and they have been replaced by other reasons, or may have been removed altogether. MOT Consultant John Parham (right) brings us up to speed on the changes.
What has in fact happened is that VOSA have now combined the class 5 Inspection Manual with the Class 3,4 and 7 manual that the majority of testers know and love.
What has also happened is that VOSA have taken the opportunity to update, add or remove some of the Methods of Inspection (MOI), update, add or remove some of the Information supplied as well as updating, adding or removing some of the Reasons for Failure (RfR) for Class 3,4 and 7 vehicles.
In this article I will concentrate on the changes that have been made to the Class 3, 4 and 7 test, although when you read the new manual, you will have to make sure you pick your way through all of the class 5 material as well.
Starting at the front of the manual, the abbreviations and definitions section has had a number of changes with additions such as Abandon, Abort, Bus, Large Class 4 vehicle (DGW over 2500kg), Minibus, Ministry Plate and Siemens.
In the introduction section an instruction has been added: “No need to jack up the rear of a class 4 vehicle with a DGW exceeding 5000kg (eg large motorhomes)”.
This brings the testing procedure for these vehicles into line with class 5 vehicles are also not jacked up at the rear.
In the ‘How to use this manual’ section the words “because the vehicle is loaded or” have been added to the paragraph Bonnets, engine covers, luggage compartments, access flaps and passenger compartment doors must be opened where this is necessary to inspect testable items that cannot otherwise be seen. If, because the vehicle is loaded or a bonnet, door etc, cannot be opened or has been significantly reduced in size, you cannot gain access to a testable item, which was originally accessible only through a bonnet, door, access panel, etc., you must refuse to carry out the test or fail the vehicle.(see Item 2 of the Introduction).
It is also worth noting that the following paragraph has been removed from Page 9: “Some items of testing equipment are provided with a device to enable test information to be transferred to the VTS Device by use of the NTs Smart Card”. This removal obviously due to the fact that VOSA have now abandoned their plan for emission data initially, followed by headlamp and brake test data to be stored on the smart card and automatically downloaded at the end of the test.
On page 10 the instructions SNs and replacement pages containing amendments or additions to the Manual must be retained and acted upon. A printed copy of the SNs must be filed and retained in a readily retrievable manner. It may also be wise to copy appropriate items into the Manual.
SNs will be produced electronically via the VTS Device.
All Manual amendments must be signed off using the table in Appendix A.
The electronic version of the Manual will be updated automatically, in line with the amendments issued for the paper copy.
Appropriate VTS personnel will be notified of any changes or updates to the Manual.
have been amended, and these instructions now read:
Replacement pages containing amendments or additions to the manual must be retained and acted upon, when instructed a copy of the SN must be filed and retained in a readily retrievable manner. It may also be wise to copy appropriate items into the manual.
SNs will be produced electronically via the VTS device.
The electronic version of the Manual will be updated automatically, in line with amendments issued for the paper copy.
Appropriate VTS personnel will be notified of any changes or updates to
the Manual.
Appendix A no longer required.
Moving on to the actual testing part of the manual, I will go through the changes section by section with a brief overview of how the changes affect the actual MOT test on the ground so to speak.
Starting with lighting, the old chestnut where NTs had to tap position lamps, headlamps, registration plate lamps and rear fog lamps to check for flickering has now been dropped from the manual. The Reason for Failure in section 1.1 for example under Obligatory front and rear position lamps and Registration plate lamps, 4c flickers when tapped by hand has been removed as a MOI and RfR.
Stop Lamps now come in section 1.2 instead of 1.3 and have had a note added that states The precise position of obligatory stop lamps is not part of the inspection, but check visually that the lamps are about the same height and the same distance from each side of the vehicle
Rear fog lamps are now in 1.3 instead of 1.1. There is now an addition to the notes which states that 50% of the lamp must be working with 50% visible from rear, as stated before, tapped lightly by hand and flickering when tapped lightly by hand have been removed.
Direction Indicatorsare now in section 1.4 instead of 1.5 there has been an addition to the advisory notes which states:
Vehicles first used before 1 September 1965
Direction indicators may be incorporated with stop lamps, or combined with side or rear lamps, in which case front indicators may be white and rear indicators red.
There has also been the addition of the phrase regarding the precise location of the lamps, and the 50% working and 50% visible criteria.
Reflectors are now in 1.5 instead of 1.4. The note that formerly read Each vehicle is required to be fitted with two reflectors, one on each side fitted symmetrically is now removed. This has been replaced by the note that states that the precise location is not part of the test provided they are roughly the same height and roughly the same distance from the side of the vehicle and that 50% is visible.
The note that formerly read:
Effects of paint Note
Some reflectors may be rendered inoperative by being painted over, this is a failure for obscurity, has been deleted.
The audible warning device was formerly in section 1.7 but is now in 1.6. An additional MOI has been added that states check the presence and security of the horn control, presence was not formerly in the MOI, an additional RfR to match this has also been added.
The headlamp section is now 1.7 where it was formerly 1.2. A number of changes have been made in the headlamp section, firstly an information note that states Care must be taken to ensure that relatively large front lamps on old vehicles are headlamps and not merely position lamps has been added. The MOI and RfR regarding the precise position of headlamps has been added in line with all the other lamps and reflectors.
The information note that stated:
Class 3 Vehicles first used;
before 1 January 1972, or
on or after 1 January 1972 with an unladen weight of 400kg or less and
an overall width of 1300mm or less require only one headlamp.
Has now been removed.
Headlamp aim was formerly in section 1.6 and is now in 1.8: The manual regarding headlamp aim has not materially changed, however the RfRs on the Computer have.
Formerly it was possible to fail a headlamp if the beam image had been significantly affected by damage or deterioration. This RfR has now been removed from the computer. We are therefore left with a situation where if you are testing a vehicle that should be tested on dipped beam, and for whatever reason there is no distinguishable pattern, there are now two possible courses of action.
Either the tester can fail the aim for being too high, too low, too far right and too far left, or alternatively the tester could log the item under items not tested as it is impossible to test the headlamp aim if the pattern cannot be seen.
Section 2.2 deals with the Steering system:
In the old manual the MOI for carrying out the lock to lock check was:
D. Lock to Lock Check
1. With the front steered wheels resting on turning plates, ask the assistant to turn the wheels from lock to lock using the steering wheel.
It is important that this inspection is carried out with the suspension substantially in the normal running position
on vehicles not fitted with a beam axle with the steered wheels resting on turning plates that move freely.
Now this MOI reads as follows:
D. Lock to Lock Check
1. With the front steered wheels resting on turning plates and using the steering wheel, turn the steering from lock to lock and assess the steering system for any tightness or roughness in operation.
2. With the front wheels resting on unlocked turning plates turn the wheels from lock to lock.
This regularises the correct practice for checking the steering system for roughness; formerly it was possible to fail a steering system for roughness but there was no explicit instruction on how it was to be tested.
Power steering falls into section 2.3:
Information has been added regarding the testing of vehicles with manually switched park assist systems fitted, if power steering systems are an optional fitment, ensuring that leaks are from power steering systems not other sources and an explanation regarding a new RfR for excessive free play between the ball pin and the ram.
MOI 1c wording has been changed from power steering pipes chafing on other parts of the vehicle, to pipes fouling other parts of the vehicle.
Extensive MOI additions have been made:
2. In the case of external power steering systems check
a. the ram anchorage for cracks, damage and security to the frame or other fixed members of the vehicle.
b. the ram for cracks and damage.
c. for movement and wear at the anchorage point.
3. With the engine stopped and steering wheel lightly rocked, check for excessive free play between the ball-pin and valve.
Changes to the RfRs have also been made, for example this is how they read in the old manual:
1
a. Power steering malfunctioning or inoperative
b. a leak in the system showing that a component, joint or seal has failed
c. a fluid pipe excessively damaged, or fouling other parts of the vehicle.
2. Pump insecure or its drive system missing or defective.
They now read:
1.
a. Power steering malfunctioning or inoperative or evidence that power assistance has been removed or disconnected when it is known that power steering is standard on the vehicle.
b. unchanged
c. unchanged.
2.
a. a cracked damaged or insecure ram anchorage
b. a cracked or damaged ram body.
c. excessive free play at ram anchorage.
3. Excessive free play between the ball pin and valve such that separation is likely.
4. Pump insecure or its drive system missing or defective.
Suspension General is in Section 2.4
Page 2, sees the addition of note in the Info column regarding RfR for cracked or fractured spring leaves. This note reads:
Reason for rejection 1.a. applies also to that part or a leaf which is curled to prevent disengagement from a slipper.
Page 3 has an additional MOI that reads: 5. Check condition of slipper and rebound pin, also additional RfR reads 5. A slipper excessively worn, cracked, insecure or rebound pin missing.
The MOI 2.4 G on page 8 was originally:
1. Check the following members for cracks, fractures, distortion, corrosion, wear and insecurity.
It now reads:
1. Check the following members for presence cracks, fractures, distortion, corrosion, wear and insecurity.
An additional MOI in this section has been added which states:
2. Check the following members for cracks, fractures, distortion, corrosion and insecurity
a. MacPherson Strut casings
b. Sub frames.
Additional RfRs have been added to the suspension section when examining suspension components.
1. Missing where one is fitted as standard.
2. A member
Cracked fractured or insecure
Severely distorted
Seriously weakened by corrosion
Inadequately repaired
Seriously weakened as a result of deliberate modification.
Section 2.5 deals with Front suspension.
An additional MOI has been added to remind NTs to check on VSI for the jacking positions for various suspension types.
On page 2 we see the addition of a note which reads:
King pin/bush wear limits.
It is not possible to lay down precise limits but the following may be helpful as a guide in determining acceptable wear at king pins. With the wheel braked, note the total amount of movement at the wheel rim when the wheel is rocked. For a 50cm wheel this should not exceed 10mm. The maximum for other wheel diameters should be in proportion to this figure.
Section 2.6 sees the addition of a note that Class 5 and large Class 4 vehicles (over 5000kg DGW) should not be jacked up at the rear to inspect the rear hub bearings.
Moving on to Section 3.2 looking at Brake Hand operated control valves.
Page 1 has the addition of a note that It must be remembered that certain pneumatic components are subject to some degree of leakage.
Page 2 has the addition of RfR 1g, where corrosion has been added as a RfR on brake rods, levers or linkages.
Page 3 sees a slight re-wording of notes in the Information column and the addition of a note in the MOI column warning not to remove the reservoir cap on a high pressure servo boost system in any circumstance.
Section 3.5 deals especially with the hub components of the braking system.
RfR h formerly read:
h. a brake disc or drum insecure, cracked or excessively scored, pitted or worn.
It now reads.
h. a brake disc or drum in such a condition that it is seriously weakened or insecure.
In addition all the advisories for worn, scored or pitted discs have been removed from the VTS device. These in future will have to be added as manual advisories.
Section 3.6 deals with Brake pipes.
The most significant change in this section deals with brake pipe clips. There have been many disciplinary cases in the past for NTs that have not failed brake pipes for not being clipped correctly. The information note in this section now reads:
A missing brake pipe clip is not necessarily a reason for rejection provided the brake pipe remains adequately supported., quite a significant relaxation of the standard.
Page 2 of this section sees the addition of a note that states:
Certain alloy components may have a white surface deposit which is not to be regarded as excessive corrosion.
Pages 5 & 6 see a completely new format for checking Hydraulic Systems, Air Systems and new section for Additional Braking Devices. Although completely revised, the additional checks are only minor in nature, however there are additional reasons for refusal on air systems for cracks or fractures to cylinders or actuators, or damage so that the function is impaired.
There is a whole new section regarding additional braking devices eg electric or fluid retarders or exhaust brakes. There is a comprehensive set of MOIs and with a set of RfRs to go with them.
Section 3.7 focuses on Brake performance.
The most significant change deals with the checking and measurement of out of balance on the steered axles; there is a change in the MOI from:
2 Start both sets of rollers and note whether a significant brake effort is recorded from any wheel without a brake being applied. Gradually depress the service brake and watch how the braking effort for each wheel increases.
From the previous tests you will know the value at which wheelslip occurs. Aim to stop just short of this.
However, if wheelslip is caused unintentionally, start the test again.
Note the out-of-balance in braking effort between wheels on either side of the vehicle.
To
2 Start both sets of rollers and note whether a significant brake effort is recorded from any wheel without a brake being applied. Gradually depress the service brake and watch how the braking effort for each wheel increases.
From the previous tests you will know the value at which wheelslip occurs. Aim to stop just short of this.
However, if wheelslip is caused unintentionally, start the test again.
Note the out-of-balance in braking effort between wheels across each steered axle.
Gradually release the service brake and observe how the braking effort at each wheel reduces. Stop the rollers.
RfRs have been changed as well.
It was:
e. the out-of-balance of the brakes on the steered road wheels is greater than 25% at any time (see Method of Calculating Brakes Out-of-Balance in Section 3.8).
Note: Disregard any service brake imbalance when the brake effort from each front wheel is less than 40kg
It now reads
d. the out-of-balance of the brakes on the steered road wheels is greater than 25% (30% for class 5 vehicles) at any time whilst the brake effort is increased (see Method of Calculating Brakes Out-of-Balance in Section 3.8).
Note: Disregard any service brake imbalance when the brake effort from each front wheel is less than 40kg.
This means that the 25% imbalance figure does not apply as the brakes are being released, only as they are being applied, on the release the check is merely that the brake effort should decrease at about the same rate when the brake is released gradually.
In the Brake performance section on page 3, there is the addition of a note regarding Electronic Parking Brake and to refer to VSI for instructions, there is also a note to use MOI 8 for the testing of prop-shaft parking brakes, and notes that apply to Class 5 and large Class 4 vehicles where an applied brake test may be required.
Section 3.7 page 6 regarding Decelerometer Testing, a note has been added that vehicles with damaged or significantly under inflated tyres should not be decelerometer tested., also additional note that retarders should not be used during decelerometer tests. On page 9 there are additional instructions for a Gradient Brake test which can be used as an alternative on certain large vehicles that cannot have the parking brake safely tested on a roller brake tester.
Section 3.8 page 2 is a new page for calculating brake efficiency on class 5 vehicles. Page 3 sees a revised page explaining all about ministry plates, this page is much clearer but has no new information.
Section 3.10 is an additional Class 5 braking efficiency table.
Moving on to Section 4 and Tyres
Section 4.1 page 2 sees additional RfRs for
c. a tyre of a different type of structure is fitted to a steerable axle from that fitted to another steerable axle.
d. In the case of non-steerable axles a tyre fitted to a driven axle is of different type or structure from that fitted to another driven axle.
This brings the manual up to date when dealing with vehicle with more than one steered axle and/or more than one driven axle.
Page 3 of this section sees new information notes regarding ministry plates on Class 5 vehicles pre 1982 and instructions on how to test twin rear wheel set ups, and vehicles with shrouded wheels.