(3)

Roadworthiness testing is a part of a wider regime ensuring that vehicles are kept in a safe and environmental acceptable condition during their use. This regime should cover periodic roadworthiness tests for all vehicles and roadside technical inspection for vehicles used for commercial road transport activities as well as provisions on a vehicle registration procedure to ensure that vehicles which constitute an immediate risk to road safety are not used on roads .

(3)

Roadworthiness testing is a part of a wider regime ensuring that vehicles are kept in a safe and environmental acceptable condition during their use. This regime should cover periodic roadworthiness tests for all vehicles and roadside technical inspection for vehicles used for commercial road transport activities as well as provisions on a vehicle registration procedure . Periodic testing should be the main tool to ensure roadworthiness. Roadside inspections of commercial vehicles should only be complementary to periodic tests and should be targeted at vehicles which constitute an immediate risk to road safety.

(3a)

All vehicles used on public roads, without prejudice to requirements of periodic roadworthiness testing, are required to be roadworthy at all times when they are used.

(3b)

Enforcement of roadworthiness measures should include awareness campaigns focusing on vehicle owners and aimed at developing good practices and habits resulting from basic checks on their vehicle.

(4)

A number of technical standards and requirements on vehicle safety have been adopted within the Union. It is however necessary to ensure, through a regime of periodic roadworthiness tests, that after being placed on the market, vehicles continue to meet safety standards throughout their lifetime. This regime should apply to categories of vehicles as defined in Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the type-approval of two or three-wheel motor vehicles and repealing Council Directive 92/61/EEC, Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval for motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles and Directive 2003/37/EC of the European Parliament and of the Council of 26 May 2003 on type-approval of agricultural or forestry tractors, their trailers and interchangeable towed machinery, together with their systems, components and separate technical units and repealing Directive 74/150/EEC .

(4)

A number of technical standards and requirements on vehicle safety have been adopted within the Union. It is however necessary to ensure, through a regime of periodic roadworthiness tests, that after being placed on the market, vehicles continue to meet safety standards throughout their lifetime. Any retrofitted equipment affecting the safety and environmental characteristics of the vehicle should not adversely affect those characteristics as they were at the time of approval, first registration or entry into service. Member States might introduce national requirements concerning roadworthiness tests for categories of vehicles as defined in Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the type-approval of two or three-wheel motor vehicles ; that national roadworthiness regime should apply to categories of vehicles as defined in Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval for motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles and Directive 2003/37/EC of the European Parliament and of the Council of 26 May 2003 on type-approval of agricultural or forestry tractors, their trailers and interchangeable towed machinery, together with their systems, components and separate technical units.

(5a)

(6)

A large fraction of total emissions of road transport, in particular CO2 emissions, is due to a minority of vehicles with malfunctioning emission control systems. It is estimated that 5 % of the vehicle fleet causes 25 % of all pollutant emissions. Therefore, a periodic regime of roadworthiness tests would also contribute to improve the environment through the reduction of the average vehicle emissions.

(6)

A large fraction of total emissions of road transport, in particular CO2 emissions, is due to a minority of vehicles with malfunctioning emission control systems. It is estimated that 5 % of the vehicle fleet causes 25 % of all pollutant emissions. This also applies to an increase in particulates and NOx emissions from engines of modern design which require a more comprehensive emissions test, including a check, by means of an electronic control device, of the integrity and functionality of the vehicle's own on-board diagnostic (OBD) system, verified by existing tailpipe testing to ensure a complete emissions system test, since testing by reference to the OBD alone is not reliable . Therefore, a periodic regime of roadworthiness tests would also contribute to improve the environment through the reduction of the average vehicle emissions.

(8)

Agricultural vehicles with a maximum design speed exceeding 40 km/h are more and more used to replace trucks in local transport activities. Their risk potential is comparable to that of trucks and therefore this vehicle category should be treated in the same way as trucks regarding roadworthiness testing.

(8)

Agricultural vehicles with a maximum design speed exceeding 40 km/h are in some instances being used to replace trucks for commercial road haulage purposes. It is important to ensure, where agricultural vehicles are used in this way, that they are treated in the same way as trucks regarding roadworthiness testing.

(9)

Vehicles of historic interest are supposed to conserve heritage of the époque they have been built and considered to be hardly used on public roads, it should be left to Member States to extend the period of periodic roadworthiness testing for such vehicles. It should also be for Member States to regulate roadworthiness testing of other types of specialised vehicles.

(9)

Vehicles of historic interest conserve heritage of the age in which they were built , are maintained in a historically correct condition and are rarely used as everyday vehicles. It should be left to Member States to extend the period of periodic roadworthiness testing for such vehicles or to otherwise regulate the regime for testing their roadworthiness . It should also be for Member States to regulate roadworthiness testing of other types of specialised vehicles.

(10)

Roadworthiness testing is a sovereign activity and should therefore be done by the Member States or by entrusted bodies under their supervision . Member States should remain responsible for roadworthiness testing in any cases even if the national system allows for authorisation of private bodies, including those involved in performing repairs .

(10)

Roadworthiness testing is a sovereign activity and as such should be done by the Member State concerned, or by a public body entrusted with that task by the State or by bodies or establishments designated and directly supervised by the State, including duly authorised private bodies . In particular, where establishments designated as vehicle testing centres also perform motor vehicle repairs, Member States should make every effort to ensure the objectivity and high quality of the vehicle testing .

(10a)

With a view to better application of the principle of free movement within the Union, the roadworthiness certificate issued in the original Member State of registration should be mutually recognised among Member States for the purpose of re-registration.

(10b)

When there is evidence that harmonisation of roadworthiness testing has been achieved to a sufficient degree, provisions for full mutual recognition of roadworthiness certificates throughout the Union should be established.

(11)

For the inspection of vehicles and especially for their electronic safety components it is crucial to have access to the technical specifications of each single vehicle. Therefore vehicle manufacturers should not only provide the complete set of data as covered by the certificate of conformity (CoC) but also the access to data necessary for verification of the functionality of safety and environmental related components. The provisions related to access to repair and maintenance information should be applied similarly for this purpose, allowing inspection centres to have access to those information-elements necessary for roadworthiness testing. This is of crucial importance especially in the field of electronic controlled systems and should cover all elements that have been installed by the manufacturer .

(11)

For the inspection of vehicles and especially for their electronic safety components it is crucial to have access to the technical specifications of each single vehicle. Therefore vehicle manufacturers should not only provide the complete set of data as covered by the certificate of conformity (CoC) but also the access to data necessary for verification of the functionality of safety and environmental related systems. The data should include the details that allow the functionality of the vehicle safety systems to be monitored in a way that allows them to be tested in a periodic technical inspection environment, in such a way as to establish a predictable pass or fail rate .

(12)

To achieve a high quality of testing throughout the Union test equipment to be used during testing, its maintenance and calibration should be specified on Union level.

(12)

To achieve a high quality of testing throughout the Union of test equipment to be used during testing, its maintenance and calibration should be specified at Union level. Incentives should be created for innovations in the areas of testing systems, procedures and equipment, thus making it possible to achieve further cost reductions and improvements in use.

(13)

Inspectors, when performing roadworthiness tests, should act independently and any conflict of interests should be avoided. The result of roadworthiness tests should not thus be linked to salary or any economic or personal benefit.

(13)

Inspectors, when performing roadworthiness tests, should act independently and any conflict of interests should be avoided. Member States should ensure that assessments are carried out properly and should pay particular attention to their objectivity.

(13a)

The quality and impartiality of roadworthiness testing centres is crucial for achieving the target of higher road safety. Therefore, testing centres carrying out roadworthiness tests should, for example, meet the minimum requirements in respect of ISO 17020 on general criteria for the operation of various types of bodies performing inspection.

(14)

Results of a test should not be altered for commercial purposes. Only, if the findings of the roadworthiness test performed by an inspector are manifestly incorrect, the supervising body should be able to modify the results of a roadworthiness test.

(14)

Results of a test should not be altered for commercial purposes. Only if the findings of the roadworthiness test performed by an inspector are manifestly incorrect should the supervising body be able to modify the results of a roadworthiness test and impose the appropriate penalties on the body which issued the certificate .

(15)

High standards of roadworthiness testing require a high level of skills and competences of the testing personnel. A training system including an initial training and periodic refresher trainings should be introduced. A transitional period should be defined to allow for a smooth transition of existing testing personnel into the periodic training regime.

(15)

High standards of roadworthiness testing require a high level of skills and competences of the testing personnel. A training system including an initial training and periodic refresher trainings should be introduced. A transitional period should be defined to allow for a smooth transition of existing testing personnel into the periodic training regime. Member States which already apply more stringent training, competence and testing requirements than the minimum requirements should be allowed to maintain their high standards.

(17)

Frequency of tests should be adapted according to the type of vehicle and to their mileage . Vehicles are more likely to present technical deficiencies when they reach a certain age and, in particular when intensively used, after a certain mileage . It is therefore appropriate to increase the test frequency for older vehicles and for vehicles with high mileage .

(17)

Frequency of tests should be adapted according to the type of vehicle. Vehicles are more likely to present technical deficiencies when they reach a certain age. It is therefore appropriate to test older vehicles more frequently .

(19)

Roadworthiness tests should cover all items relevant to the specific design, construction and equipment of the tested vehicle. Within these items and considering the current state of vehicle technology, modern electronic systems should be included in the list of items to be tested. To achieve a harmonisation of roadworthiness testing, testing methods should be provided for each of the test items.

(19)

Roadworthiness tests should cover all items relevant to the specific design, construction and equipment of the tested vehicle. Those items should be updated to take account of evolving research and technical progress on vehicle safety. Substandard wheels fitted onto non-standard axles should be treated as a critical safety item and should therefore be included in roadworthiness testing. Within these items and considering the current state of vehicle technology, modern electronic systems should be included in the list of items to be tested. To achieve a harmonisation of roadworthiness testing, testing methods should be provided for each of the test items.

(20a)

Roadworthiness test standards should be set at a common Union-wide high minimum level, allowing those Member States which already have roadworthiness test standards at a level higher than required by this Regulation to maintain their higher standards and to adapt them to technical progress where appropriate.

(21)

The holder of the registration of a vehicle subject to a roadworthiness test during which deficiencies are found, in particular those which represent a risk to road safety, should rectify such deficiencies without delay. In case of dangerous deficiencies, the registration of the vehicle should be withdrawn until those deficiencies are fully rectified.

(21)

The holder of the registration of a vehicle subject to a roadworthiness test during which deficiencies are found, in particular a vehicle which represents a risk to road safety, should rectify such deficiencies without delay. In the case of dangerous deficiencies, the vehicle should not be driven on public roads until those deficiencies are fully rectified.

(22)

A roadworthiness certificate should be issued after each test , including inter alia information related to the identity of the vehicle and information on the results of the test. With a view to ensure a proper follow-up of roadworthiness tests , Member States should collect and keep such information in a database.

(22)

To ensure the proper follow-up of testing results, a roadworthiness certificate should be issued after each test and should also be created in electronic format, with the same level of detail in relation to vehicle identity and test results as is contained in the original test certificate. Furthermore , Member States should collect and keep such information in a centralised database in order to ensure that the authenticity of the periodic technical inspection results can be easily verified .

(22a)

Since some Member States do not require the registration of certain categories of vehicles, such as light trailers, the information on the successful passing of a roadworthiness test should be made available by a proof of test displayed in a visible manner on the vehicle.

(23)

Odometer fraud is considered to affect between 5 % and 12 % of used cars sales, resulting in a very important cost to society of several billions Euros yearly and in an incorrect evaluation of a roadworthiness condition of a vehicle. With a view to combat odometer fraud, the recording of mileage in the roadworthiness certificate combined with the obligation to present the certificate of the previous test would facilitate the detection of tampering or manipulation of the odometer. Odometer fraud should be more systematically considered as an offence liable to a penalty.

(23)

Odometer fraud is considered to affect between 5 % and 12 % of used car sales within a single country, while the figure is far higher in the case of cross-border sales , resulting in a very significant cost to society of several billion euros yearly and in an incorrect evaluation of the roadworthiness of a vehicle. With a view to combating odometer fraud, the recording of mileage in the roadworthiness certificate combined with the obligation to present the certificate of the previous test would facilitate the detection of tampering with, or manipulation of, the odometer. The establishment of an electronic vehicle information platform recording the mileage of vehicles and the serious accidents in which they have been involved throughout their lifetime, with due regard for data protection, would also help to prevent manipulation and to make important information accessible. Odometer fraud should moreover be more systematically considered as an offence liable to a penalty.

(25)

Roadworthiness testing is part of a wider regulatory scheme, governing vehicles throughout their lifetime from approval via registrations, inspections until scrapping. The development and interconnection of national and manufacturers' electronic vehicle databases should in principle contribute to improve the efficiency of the whole vehicle administrative chain and reduce costs and administrative burdens. The Commission should therefore carry out a study on the feasibility, costs and benefits of setting-up a European electronic vehicle information platform for this purpose.

(25)

Roadworthiness testing is part of a wider regulatory scheme, governing vehicles throughout their lifetime from approval via registrations, inspections until scrapping. The development and interconnection of national and manufacturers' electronic vehicle databases would contribute to improve the efficiency of the whole vehicle administrative chain and reduce costs and administrative burdens.

(25a)

Since the objective of this Regulation should be to encourage further harmonisation and standardisation of periodic roadworthiness testing of vehicles, which should eventually lead to the establishment of a single market for periodic roadworthiness testing in the Union with a system of mutual recognition of roadworthiness testing certificates which allows vehicles to be tested in any Member State, the Commission should draft a report on progress in the harmonisation process in order to determine when such a mutual recognition system could be established.

(26)

In order to supplement this Regulation with further technical details , the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission with a view to take into account, when appropriate, evolution of the Union type-approval legislation in relation with vehicle categories, as well as the need to update the Annexes in the light of technical progress. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level. The Commission, when preparing and drawing up delegated acts, should ensure a simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and to the Council.

(26)

In order to update this Regulation, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission with a view to take into account, when appropriate, evolution of the Union type-approval legislation in relation with vehicle categories, as well as the need to update the Annexes in the light of technical progress. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level. The Commission, when preparing and drawing up delegated acts, should ensure a simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and to the Council.

(29)

Since the objective of this Regulation, namely to lay down minimum common requirements and harmonised rules concerning the conduct of roadworthiness tests of vehicles within the Union, cannot be sufficiently achieved by the Member States and can therefore be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve that objective.

(29)

Since the objective of this Regulation, namely to lay down minimum common requirements and harmonised rules concerning the conduct of roadworthiness tests of vehicles within the Union, cannot be sufficiently achieved by the Member States and can therefore be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve that objective. Member States may decide to lay down requirements more stringent than the minimum standards.

—

motor vehicles having at least four wheels, used for the carriage of passengers and with not more than eight seats in addition to the driver’s seat — vehicle category M1,

—

motor vehicles designed and constructed primarily for the carriage of persons and their luggage, comprising not more than eight seats in addition to the driver’s seat — vehicle category M1,

—

motor vehicles used for the carriage of passengers and with more than eight seats, excluding the driver’s seat — vehicle category M2 and M3,

—

motor vehicles designed and constructed primarily for the carriage of persons and their luggage, comprising more than eight seats, excluding the driver’s seat — vehicle category M2 and M3,

—

motor vehicles having at least four wheels, normally used for the road carriage of goods and with a maximum permissible mass not exceeding 3 500 kg — vehicle category N1,

—

motor vehicles designed and constructed primarily for the carriage of goods , having a maximum mass not exceeding 3,5 tonnes — vehicle category N1,

—

motor vehicles used for the carriage of goods and having a maximum permissible mass exceeding 3 500 kg — vehicle categories N2 and N3,

—

motor vehicles designed and constructed primarily for the carriage of goods, having a maximum mass exceeding 3,5 tonnes — vehicle categories N2 and N3,

—

trailers and semi-trailers with a maximum permissible mass not exceeding 3 500 kg — vehicle categories O1 and O2,

—

trailers designed and constructed for the carriage of goods or of persons as well as for the accommodation of persons, having a maximum mass of more than 750 kg but not exceeding 3,5 tonnes – vehicle category O2

—

trailers and semi-trailers with a maximum permissible mass exceeding 3 500 kg — vehicle categories O3 and O4,

—

trailers designed and constructed for the carriage of goods or of persons as well as for the accommodation of persons, having a maximum mass exceeding 3,5 tonnes — vehicle categories O3 and O4,

—

two- or three-wheel vehicles — vehicle categories L1e, L2e, L3e, L4e, L5e , L6e and L7e,

—

from 1 January 2016 two- or three-wheel vehicles — vehicle categories L3e, L4e, L5e and L7e,

—

wheeled tractors with a maximum design speed exceeding 40 km/h — vehicle category T5 .

—

wheeled tractors of category T5 used mainly on public roads with a maximum design speed exceeding 40 km/h .

—

two- or three-wheel vehicles — vehicle categories L1e, L2e and L6e.

—

vehicles belonging to armed forces, fire services, civil protection, emergency or rescue services,

—

vehicles used by armed forces, fire services, civil protection, emergency or rescue services,

—

O2 category trailers having a maximum mass not exceeding 2,0 tonnes but not including O2 category trailers of the trailer caravan type.

(5)

‘two- or three-wheel vehicles’ means any power-driven vehicle on two wheels with or without sidecar, tricycles and quadricycles;

(7)

‘vehicle of historic interest’ means any vehicle which fulfils all the following conditions:

(7)

‘vehicle of historic interest’ means any vehicle which is considered to be historic by the Member State of registration or one of its appointed authorising bodies and which fulfils all the following conditions:

(9)

‘roadworthiness test’ means a verification that the parts and components of a vehicle comply with its safety and environmental characteristics in force at the time of approval, first registration or entry into service, as well as at the time of retrofitting;

(9)

‘roadworthiness test’ means an inspection to ensure that a vehicle is safe to be used on public roads and complies with required safety and environmental characteristics at the time of approval, first registration or entry into service, or at the time of retrofitting;

(13)

‘inspector’ means a person authorised by a Member State to carry out roadworthiness tests in a testing centre or on behalf of a competent authority;

(13)

‘inspector’ means a person authorised by a Member State or its competent authority to carry out roadworthiness tests in a testing centre or on behalf of a competent authority;

—

Vehicles of category M1, N1 and O2: four years after the date on which the vehicle was first registered, then two years and thereafter annually ;

—

Vehicles of category M1, N1 and O2: four years after the date on which the vehicle was first registered, and thereafter every two years ;

—

Vehicles of category M1 registered as taxis or ambulances, vehicles of categories M2, M3, N2, N3, T5, O3 and O4: one year after the date on which the vehicle was first registered, and thereafter annually.

—

Vehicles of category M1 registered as taxis or ambulances, vehicles of categories M2, M3, N2, N3, O3 and O4: one year after the date on which the vehicle was first registered, and thereafter annually;

—

Vehicles of category T5 used mainly on public roads: one year after the date on which the vehicle was first registered, and thereafter annually;

—

Other categories of vehicles: at intervals defined by the Member State of registration.

—

in case of a change of the holder of the registration certificate of a vehicle.

—

when the vehicle has reached a mileage of 160 000 km.

—

to update Article 2(1) and Article 5(1) and (2) as appropriate in order to take account of the changes to the vehicle categories stemming from amendments to the legislation referred to in Article 3(1),

(a)

the designation of vehicle categories in Article 2(1) and Article 5(1) and (2) as appropriate in the event of changes to the vehicle categories stemming from amendments to the type approval legislation referred to in Article 2(1), without affecting the scope or the frequency of testing;

—

to update the Annexes in the light of technical progress or in order to take account of the modification in international or Union legislation.

(b)

point 3 of Annex II in respect of methods and reasons for failure, and Annex V, in the event of the availability of more efficient and effective test methods, and Annex I, should additional information be required in order to carry out roadworthiness tests;

(c)

point 3 of Annex II in respect of the list of test items, methods, reasons for failure, Annex III in respect of the assessment of deficiencies, and Annex V, in order to adapt them to developments in Union safety or environmental legislation, and Annex I, should additional information be required in order to carry out roadworthiness tests.

—

Recommended tyre pressure

1.8

Brake fluid

(a)

Brake fluid boiling temperature to low or water content to high

1.8

Brake fluid

(a)

Brake fluid boiling temperature to low

3.3.

Rear-view mirrors or devices

(a)

Mirror or device missing or not fitted according to the requirements(1).

3.3.

Rear-view mirrors or devices

(a)

Mirror or device missing or not fitted according to the requirements(1) including those outlined in Directive 2007/38/EC on the retrofitting of mirrors to heavy goods vehicles registered in the Community.

4.1.2.

Alignment

4.1.2.

Alignment

4.1.3.

Switching

(a)

Switch does not operate in accordance with the requirements(1) (Number of headlamps illuminated at the same time)

(b)

Function of control device impaired.

4.1.3.

Switching

(a)

Switch does not operate in accordance with the requirements(1) (Number of headlamps illuminated at the same time)

(b)

Function of control device impaired.

4.1.5.

Levelling devices (where mandatory)

(a)

Device not operating.

(b)

Manual device cannot be operated from driver’s seat.

4.1.5.

Levelling devices (where mandatory)

(a)

Device not operating.

(b)

Manual device cannot be operated from driver’s seat.

4.3.2.

Switching

(a)

Switch does not operate in accordance with the requirements

(b)

Function of control device impaired.

4.3.2

Stop lamps — emergency brake light switching

(a)

Switch does not operate in accordance with the requirements

(b)

Function of control device impaired.

(ba)

Emergency brake light functions fail to operate, or do not operate correctly.

4.5.2

Alignment (X)(2)

4.5.2

Alignment (X)(2)

5.2.2.

Wheels

(a)

Any fracture or welding defect

5.2.2.

Wheels

(a)

Any fracture or welding defect

(da)

Wheel not compatible with wheel hub

5.2.3.

Tyres

5.2.3.

Tyres

8.2.1.2

Gaseous emissions

(a)

Either, gaseous emissions exceed the specific levels given by the manufacturer;

(b)

Or, if this information is not available, the CO emissions exceed,

(c)

Lambda outside the range 1± 0,03 or not in accordance with the manufacturer’s specification

(d)

OBD readout indicating significant malfunction

8.2.1.2

Gaseous emissions

(a)

Either, gaseous emissions exceed the specific levels given by the manufacturer;

(b)

Or, if this information is not available, the CO emissions exceed,

(c)

Lambda outside the range 1± 0,03 or not in accordance with the manufacturer’s specification

(d)

OBD readout indicating significant malfunction at engine idle speed.

8.2.2.2

Opacity

(a)

Exhaust gas opacity to be measured during free acceleration (no load from idle up to cut-off speed) with gear lever in neutral and clutch engaged.

(a)

For vehicles registered or put into service for the first time after the date specified in requirements(1),

(b)

Vehicle preconditioning:

opacity exceeds the level recorded on the manufacturer’s plate on the vehicle;

(b)

Where this information is not available or requirements(1) do not allow the use of reference values,

for naturally aspirated engines: 2,5 m-1,

for turbo-charged engines: 3,0 m-1,

or, for vehicles identified in requirements(1). or first registered or put into service for the first time after the date specified in requirements(1).,

(c)

Test procedure:

1,5 m-1 7.

8.2.2.2

Opacity

(a)

Exhaust gas opacity to be measured during free acceleration (no load from idle up to cut-off speed) with gear lever in neutral and clutch engaged. The tailpipe testing shall always be the default method of exhaust emission assessment, even if combined with OBD.

(a)

For vehicles registered or put into service for the first time after the date specified in requirements(1),

For vehicles equipped with OBD in accordance with requirements (1), reading of OBD information and checks (readiness) on the proper functioning of the OBD system at engine idle in accordance with the manufacturer's recommendations and other requirements(1).

(b)

Vehicle preconditioning:

opacity exceeds the level recorded on the manufacturer’s plate on the vehicle;

(b)

Where this information is not available or requirements(1) do not allow the use of reference values,

for naturally aspirated engines: 2,5 m-1,

for turbo-charged engines: 3,0 m-1,

or, for vehicles identified in requirements(1) or first registered or put into service for the first time after the date specified in requirements(1),

(c)

Test procedure:

1,5 m-1.7

or

0,5 m-1  (3)

Measurement of NOx levels and particulates by means of suitable equipment/a suitably equipped gas analyser, using existing free acceleration test methods.

NOx level or particulate values not in accordance with the requirements or in excess of the specific levels given by the manufacturer.

1.8

Brake fluid

(a)

Brake fluid boiling temperature too low or water content too high

1.8

Brake fluid

(a)

Brake fluid boiling temperature too low

5.2.2.

Wheels

(a)

Any fracture or welding defect.

5.2.2.

Wheels

(a)

Any fracture or welding defect.

(da)

Wheel not compatible with wheel hub.

5.2.3.

Tyres

(a)

Tyre size, load capacity, approval mark or speed rating not in accordance with the requirements(1) and effecting road safety

Insufficient load capacity or speed rating for actual use, tyre touches other fix vehicle parts impairing save driving

(b)

Tyres on same axle or on twin wheels of different sizes.

(c)

Tyres on same axle of different construction (radial/cross-ply).

(d)

Any serious damage or cut to tyre.

Cord visible or damaged

(e)

Tyre tread depth not in accordance with the requirements(1).

Less than 80 % of required tread depth

(f)

Tyre rubbing against other components (flexible anti spray devices).

Tyre rubbing against other components (save driving not impaired)

(g)

Re-grooved tyres not in accordance with requirements(1).

Cord protection layer affected

(h)

Air pressure monitoring system malfunctioning

obviously inoperative

5.2.3.

Tyres

(a)

Tyre size, load capacity, approval mark or speed rating not in accordance with the requirements(1) and affecting road safety

Insufficient load capacity or speed rating for actual use, tyre touches other fix vehicle parts impairing save driving

(b)

Tyres on same axle or on twin wheels of different sizes.

(c)

Tyres on same axle of different construction (radial/cross-ply).

(d)

Any serious damage or cut to tyre.

Cord visible or damaged

(e)

Tyre tread wear indicator becomes visible .

Tyre at legal tread depth. Tyres below legal tread depth.

(f)

Tyre rubbing against other components (flexible anti spray devices).

Tyre rubbing against other components (save driving not impaired)

(g)

Re-grooved tyres not in accordance with requirements(1).