Source: http://www.ukmot.com/section-8-nuisance.asp
Timestamp: 2018-09-22 05:25:52
Document Index: 774856226

Matched Legal Cases: ['arts 1', 'art 1', 'art 2', 'art 2', 'art 3', 'arts 1']

Section 8 Nuisance
Section 8 – Nuisance
8.1.1 Noise suppression system
8.2 Exhaust emissions
8.2.1 Spark ignition engine emissions
8.2.1.1 Exhaust emission control equipment
8.2.1.2 Gaseous emissions
8.2.2 Compression ignition engine emissions
8.2.2.1 Exhaust emission control equipment
8.2.2.2 Opacity
8.3 Not in use
8.4 Other environmental items
8.4.1 Fluid leaks
You must inspect:
under-bonnet noise deadening material fitted as original equipment – you don't need to inspect this for Class 3 vehicles
You must use your judgement to assess exhaust noise:
during the emissions test for the vehicle
rev the engine to around 2,500rpm or half the maximum engine speed if this is lower on vehicles not subject to an emissions test
Exhaust noise from the vehicle must not be unreasonably above the noise level you'd expect from a similar vehicle with a standard silencer in average condition.
Exhaust noise levels in excess of those permitted
Any part of the noise suppression system:
likely to become detached
This inspection is only for vehicles that must have a full catalyst emissions test (disregarding the basic emissions test). You only need to check components that are visible and identifiable, such as catalytic converters, oxygen sensors, and exhaust gas recirculation valves.
Emission control equipment fitted by the manufacturer: missing, obviously modified or obviously defective.
An induction or exhaust leak that could affect emissions levels.
You must inspect vehicles with spark ignition engines first used on or after 1 August 1975.
You don't need to check:
L category vehicles
hybrid vehicles – with electric and combustion engines
two stroke engines – unless they are subject to a catalyst test
If a vehicle first used before 1 September 2002 is fitted with an engine that's older than the vehicle, you must test it to the standards applicable for the engine. The vehicle presenter must have proof of the age of the engine.
If an engine has been modified in any way, it still has to meet the exhaust emission requirements according to the age of the vehicle.
A personal import must be tested according to its date of first use. However, if you're shown a letter from the vehicle manufacturer proving that the engine doesn't meet British emission standards you must test to the next lower emission standard. For example, a 1995 car first used in Gambia with a letter from the engine manufacturer stating the engine number and showing that the engine can't meet catalyst emission limits, then use the non-cat limits of carbon monoxide (CO) 3.5% and hydrocarbons (HC) 1,200ppm.
For emissions purposes only you should treat the following as first used before 1 August 1975:
Q plated vehicles
To prevent the build-up of fumes, the test should be carried out in a well-ventilated area.
Vehicles exempt from emission limits
Some vehicles may never have been able to meet the MOT limits for CO or HC emissions. The vehicle owner must provide proof of this, such as a letter from the vehicle manufacturer. If the vehicle owner can't provide proof of this, you must fail the MOT test if the vehicle isn't within the emissions limits.
A 'passenger car' is a vehicle that:
is constructed or adapted to carry passengers
has up to 5 passenger seats, excluding the driver's seat
has a DGW not exceeding 2,500kg
Isn't a goods vehicle, such as a pick-up or a car-derived van
If you're not sure if a vehicle is a passenger car, you can confirm it by:
getting the DGW from the manufacturer's VIN plate
checking if the vehicle is listed in section 2 of the current emissions data book
checking the owner's handbook or a data book
If you can't find proof that the vehicle is a passenger car, you must assume it's not a passenger car.
For emissions purposes, you must treat specialist conversions as if they had not been converted.
For example, a motor caravan or ambulance converted from a goods vehicle is still to be treated as not being a passenger car, whereas an ambulance converted to a goods vehicle, or a passenger car with seats added is still to be treated as being a passenger car.
Similarly, a vehicle originally built with 6 or more passenger seats, in addition to the driver, which has had seats removed must be still treated as not being a passenger car.
Testing dual exhaust systems
A dual exhaust system has 2 separate pipes from the engine manifold to the tailpipes.
You need to average the emissions from both tailpipes – even if the system has a balance tube between the separate pipes.
To average the emissions, you add both readings together and divide by 2.
1st pipe emits 0.3% CO and 200 ppm HC
2nd pipe emits 0.1% CO and 150 ppm HC
If a vehicle has an exhaust holed to the extent that it will fail its MOT, you should recheck the emissions when the exhaust is repaired even if the vehicle doesn't leave the testing station. You should tell the vehicle presenter that any emission readings taken with a leaking exhaust might be incorrect.
Vehicles which run on more than one fuel, such as petrol and LPG, should be tested on the fuel they are running on when presented.
Testing LPG engines
The hydrocarbon (HC) emissions on vehicles running on LPG are propane and not hexane. The HC reading obtained must therefore be divided by the 'propane/hexane equivalency factor' (PEF) marked on the gas analyser.
For example: If the HC reading = 180 ppm and the PEF marked on the machine is 0.48.
Use the flowcharts 1, 2 and 3 (see below) to decide which emission test is applicable for the vehicle being tested. Follow the flowcharts and notes carefully as early catalyst equipped vehicles may not need a 'CAT' test.
Some vehicles give unstable readings due, for example, to their carburettor or fuel injection system design. Before failing a vehicle, make sure that a particular limit has been exceeded constantly for at least 5 seconds.
Some vehicles give unstable readings. Make sure you test the emissions level for at least 5 seconds.
Chart 1. Emissions limits for vehicles first used on or after 1 August 1975
*See chart 2 for passenger cars first on or after 1 August 1992
Chart 2. Emissions limits of passenger cars first used on or after 1 August 1992
Chart 3. Emissions limits of non-passenger cars first used on or after 1 August 1992
Non-catalyst test
measure the exhaust gas for at least 5 seconds at idle
determine the proportion of carbon monoxide (CO)
determine the proportion of hydrocarbons (HC) – you don't need to do this for vehicles using compressed natural gas (CNG)
During the test, make sure:
the engine is idling normally – if this isn't possible, you can use light throttle pedal pressure
the engine is warm
any enrichment device, like a choke, isn't operating
there isn't significant electrical loading, such as heated seats or heated rear windows
You must deduct any residual hydrocarbons from the HC reading. Residual hydrocarbons are those that are picked up by the analyser when it samples clean air.
If a vehicle meets the CO requirement at its normal idling speed but fails the HC check, apply light pressure to the throttle and re-check the HC level at a high idle speed of about 2,000rpm. If the HC reading is then 1,200ppm or less, the vehicle will meet both the CO and HC requirements.
Ensure a daily leak test has been carried out.
Make sure the engine is hot. If the engine isn't hot, raise the engine speed to between 2,000rpm and 3,000rpm until it's up to normal operating temperature.
You can tell that the engine is hot from any of the following:
the cooling fan has cut in
the cooling hoses are hot
To do the emissions test:
Make sure the engine is idling normally – to check this use the vehicle tachometer or attach an engine speed measuring device.
Do a HC hang-up check to make sure that HC is less than 20ppm.
Insert the analyser probe into the exhaust.
Raise the engine speed to between 2,500rpm and 3,000rpm and hold it steady.
Record the CO, HC and lambda readings.
Allow the engine speed to return to idle (between 450rpm and 1,500rpm).
Record the CO reading.
To pass the basic emissions test, the readings must be within all the following limits:
CO up to 0.2% at fast idle (2,500rpm to 3,000rpm)
HC up to 200ppm at fast idle (2,500rpm to 3,000rpm)
Lambda between 0.97 and 1.03 at fast idle (2,500rpm to 3,000rpm)
CO up to 0.3% at idle (450rpm to 1,500rpm)
If the vehicle passes the test, the analyser will print out 2 copies of the results. Give a copy to the vehicle presenter. The VTS must keep the second copy for 3 months.
If the vehicle doesn't pass the basic emissions test, you need to:
Enter the vehicle's details into the analyser.
Use the testing flow charts to check which test to do next.
Carry out either a full catalyst test or a non-catalyst test as appropriate.
Full catalyst test
Use the flowcharts 1, 2 and 3 within this section to establish which emissions test and limits you must use for the vehicle under test.
Use the vehicle exhaust emission standards on https://www.gov.uk/government/publications/in-service-exhaust-emission-standards-for-road-vehicles or use the EGA database to find any specific limits for the vehicle.
You might need the following details to find the vehicle's exact limits:
If you can find an exact match other than the model or engine code, use the lesser of the vehicle's specific limits or default limits.
If you can't find an exact match, test it to default limits.
To carry out the full catalyst test:
Connect the engine speed and oil temperature measuring devices. If you can measure the engine speed only after removing a cosmetic engine cover, you must remove the cover if it's easily un-clipped and then carry out the speed measurement. If the engine speed can't be measured, you should use the vehicle tachometer if fitted. Otherwise you can by-pass the engine speed measurement and make an estimate.
Check the engine oil temperature. If it's below the minimum vehicle specific requirement, raise the engine speed to between 2,000rpm and 3,000rpm and maintain this speed until the minimum engine oil temperature has been reached. Remove temperature measuring probe and replace dipstick.
Engine oil temperature must be measured whenever possible, using the approved device. If in exceptional circumstances the engine oil temperature can't be measured, check that either:
the temperature gauge indicated that the engine was at its normal operating temperature
the cooling fan had cut in
the coolant pipes were hot
Perform a HC hang-up check and ensure that HC is less than 20ppm before continuing. Insert the analyser sample probe.
If the engine speed is clearly above the vehicle specific limit and it can be easily adjusted, you can adjust it and complete the test – the adjustment is not, however, part of the MOT test.
Follow the EGA prompts until the full catalyst test is completed, at which point the analyser will produce 2 printouts.
Give one of the printouts to the vehicle presenter. VTS must keep a copy for 3 months.
Turn on the ignition and check that the engine malfunction indicator lamp (MIL) illuminates and then goes off. On some vehicles it will be necessary to start the engine before the MIL goes off.
Emissions levels exceed the manufacturer's specified limits
Emissions levels exceed default limits
Lambda coefficient outside the default limits or the range specified by the manufacturer
Emissions test unable to be completed
Engine is idling clearly above its normal idle speed
Exhaust emits dense blue or clearly visible black smoke for a continuous period of 5 seconds at idle
Exhaust emits excessive dense blue or clearly visible black smoke during acceleration which would obscure the view of other road users
Engine MIL inoperative or indicating a malfunction
You only need to check components that are visible and identifiable, such as diesel oxidation catalysts, diesel particulate filters, exhaust gas recirculation valves and selective catalytic reduction valves.
If a diesel particulate filter has clearly been cut open and rewelded, you should reject it unless the vehicle presenter can show evidence that there was a valid reason to cut it open, such as for filter cleaning.
This inspection isn't for 'L' category vehicles or electric/combustion engine (hybrid) vehicles.
An approved diesel smoke meter (DSM) will be needed to perform this inspection on vehicles first used on or after 1 January 1980.
The probe on some types of smoke meter must be correctly aligned with the exhaust gas flow. You may have to check the smoke meter manufacturer's instructions.
Don't do a smoke test if the engine isn't in a safe condition. You must make sure it's safe by asking the vehicle presenter and carrying out a brief examination of the engine.
The smoke test shouldn't be carried out if:
there is insufficient oil in the engine
the engine oil pressure is too low
there is abnormal engine noise
the governor has been tampered with
the camshaft belt is in an unsatisfactory condition
If you judge it to be unsafe to conduct the smoke test, you must show the reason for refusing to carry out the test on the VT30 (see Introduction 4h).
On vehicles first used before 1980 the engine should be at its normal operating temperature. You can check this from the temperature gauge, cooling fan switching on and off or by feeling hot coolant hoses.
Vehicles first used after 1980 vehicles must have an instrumented smoke test and it's important to ensure the engine is at least 80°C or normal operating temperature if lower, before carrying out the test. You should check the engine temperature with an engine oil temperature probe or other approved device.
If due to the vehicle design, or where oil temperature measurement is impractical, the engine's normal operating temperature may be checked by other means, such as the operation of the engine cooling fan. It isn't normally sufficient to run the engine with the vehicle stationary to warm it up to temperature.
When testing vehicles with automatic transmission you must take care to avoid overheating the transmission system. Don't carry out unnecessary engine acceleration or prolonged high revving of the engine. You may have to check the vehicle manufacturer's instructions.
If a vehicle has a dual exhaust system, you must repeat the smoke test and average the emissions from the tailpipes. To average the emissions, you add both readings together and divide by 2.
first pipe emits smoke level of 1.50m-1
second pipe emits smoke level of 1.00m-1
A dual exhaust system has 2 separate pipes from the engine manifold to the tailpipes. Even if there is a balance tube between the separate pipes it's still considered a dual exhaust.
Maximum engine revs can't be achieved on some vehicles due to design features. If this is the case, the vehicle must be tested as presented. Such vehicles, as well as some with low emission diesel engines (mainly Euro IV and onwards) may fail to trigger a reading on the DSM.
If you can't get a reading or the DSM shows an error, you should mark the printout to show that the emissions limits were tested and met but the DSM couldn't register the reading.
If you can't print out the results from the meter, write down the following details and keep them for 3 months:
test station number
tester's name
that the vehicle passed the emissions test
no print out was produced due to low emissions
Test procedure – vehicles manufactured before 1980
Vehicles manufactured before 1980 only need to be visually inspected for emitted smoke at both idle and during free acceleration.
Make sure the engine is at its normal operating temperature – use the temperature gauge, cooling fan cut in or hot coolant hoses to check this.
Make sure any oil temperature probe has been removed.
Increase the engine speed to around 2,500rpm or half the maximum engine speed – use whichever speed is lower.
Keep the engine at this speed for 30 seconds – this should fully purge the inlet and exhaust system.
Allow the engine to return to idle.
Assess the smoke emitted from the tailpipe.
Quickly increase the engine speed to around 2,500rpm or half the maximum engine speed – use whichever speed is lower and assess the smoke emitted from the tailpipe.
Test procedure – vehicles manufactured in or after 1980
Vehicles manufactured in or after 1980 must be tested for exhaust smoke using an approved diesel smoke meter. Make sure you follow the smoke meter manufacturer's instructions.
When testing automatic transmission, you might want to check the vehicle manufacturer's instructions so that you don't overheat the transmission system. Avoid unnecessary engine acceleration or prolonged high revving of the engine.
Before the test, check the maximum smoke level limit for the vehicle and enter the required details into the diesel smoke meter.
For vehicles first used before 1 July 2008, the limit will be one of the following:
the level specified on the manufacturer's plate
2.5m-1 for a non-turbocharged engine – if it's not stated on the manufacturer's plate
3.0m-1 for a turbocharged engine – if it's not stated on the manufacturer's plate
For vehicles first used between 1 July 2008 and 31 December 2013, the limit will be one of the following:
1.5m-1 – if it's not stated on the manufacturer's plate
For vehicles first used on or after 1 January 2014, the limit will be one of the following:
0.7m-1 – if it's not stated on the manufacturer's plate
If the smoke level is displayed on the VIN plate, it will be a number, usually in a box (as below), and often positioned in the bottom right corner of the VIN plate.
Make sure the engine checks are satisfactory.
Make sure the engine temperature is above 80 degrees centigrade or at its normal operating temperature whichever is lower.
Make sure you've removed any oil temperature probes.
Increase the engine speed slowly to maximum engine revolutions (revs) to check that the governor is working properly
Once the engine speed has stabilized or it becomes clear that the governor isn't working, release the pedal and allow the engine to return to idle.
Stop the engine and prompt the meter to do a zero check.
Insert the meter fully and securely in line with the gas flow.
Following the meter prompts, press down the accelerator pedal quickly and continuously so that the engine reaches full fuel position in less than one second.
Hold the engine at full fuel position until a release prompt is given and immediately release the accelerator pedal.
Allow the engine and any turbochargers to return to idle.
After the first acceleration read the smoke level displayed on the meter.
If the smoke level is above the limit for the vehicle, carry out 2 further accelerations.
If the mean smoke level is still above the limit for the vehicle, carry out further accelerations up to a maximum of 6 in total and read the smoke level display on the meter after each acceleration.
The vehicle has passed the opacity test if any of the following happens:
the first acceleration showed that the smoke level was at or less than the limit for the vehicle
the mean smoke level from the first 3 readings was at or less than the limit for the vehicle
the mean smoke level from any consecutive 3 readings was at or less than the limit for the vehicle
If the smoke levels from the first acceleration were significantly higher than the limit, you can choose to abort the test.
On vehicles fitted with a diesel particulate filter, also check that no visible smoke is emitted from the exhaust during the metered check.
Smoke opacity levels exceed the manufacturer's specified limit.
Smoke opacity levels exceed default limit
Exhaust emits excessive smoke or vapour of any colour to an extent likely to obscure the vision of other road users
Emissions test aborted because smoke levels are significantly in excess of the specified limit values
You must check for fluid leaks on all vehicles other than Class 3. You should do this with the engine idling.
A leak of fluids such as engine coolant, screen wash and fluid required for Selective Catalyst Reduction aren't reasons for failure. You should fail a vehicle if a fluid leak creates a pool on the floor within 5 minutes that's more than 75mm in diameter or if there are many leaks which collectively leak fluid at the same rate.
You can refuse to carry out the test if there's an excessive fluid leak. For details see item 4 in the 'Introduction' of this inspection manual.
leaking excessively and likely to harm the environment or to pose a safety risk to other road users
leaking continuously and likely to pose a serious risk to road safety