Barwell Motorcycles
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MOTORBIKE MOT GUIDE
as of 2001
. only used during daylight hours, and
. not used at times of seriously reduced visibility
If this situation occurs the machine presenter should be issued with
an advisory notice recording the above and it should also be recorded
on the carbon copy of the VT20.
a. presence
b. condition
c. security.
d. fitment and visibility
a. missing
b. so damaged or deteriorated that its function is impaired
c. an insecure lamp
d. is obscured or does not face the front or rear as appropriate
a. a front position lamp shows a light other than WHITE to the front, or yellow if incorporated in a yellow headlamp)
b. a rear position lamp shows a light other than RED to the rear
a. illuminates immediately it is switched on,
b. that the illumination of each lamp is not affected by the operation of any other lamp or the horn, and
c. does not flicker when tapped.
a. does not illuminate immediately it is switched on,
b. is adversely affected by the operation of another lamp or the horn.
c. flickers when tapped lightty by hand.
indicators.
a. is faulty
b. is insecure, or
c. does not operate the front and rear position lamps.
. only used during daylight hours, and
. not used at times of seriously reduced visibility
If this situation occurs the vehicle presenter should be issued with an advisory notice recording the above and it should also be recorded on the carbon copy of the VT20.
A motor bicycle first used before 1 January 1931 does not need a headlamp.
A motor bicycle is only required to have a dipped-beam headlamp (but
may also have a main beam) if it:
. was first used on or after 1st May 1995 and cannot exceed 30 mph / 50
kph with an engine capacity not exceeding 50cc. or
. was first used before 1 January 1972 and with an engine capacity of
less than
50cc.
. any machine having a maximum speed not exceeding 50km/h/30mph
2. Check that the illumination of the
headlamp is not affected by the operation of any other lamp or the horn
and does not flicker when tapped (see information column).
3. Check the condition and security of the headlamp.
2.
a. does not have at least one headlamp which illuminates when selected
on:
(i) dipped beam
(ii) main beam
b. operation of the dip switch does not
(i) extinguish all main beam
headlamps and leave on at least one dipped beam headlamp, or
(ii) deflect the main beam/s to make them dipped beam/s.
c. either beam as selected is affected by the operation of another lamp or the horn, or which flickers when tapped lightly by hand (See info column)
3.
a. a headlamp missing or so damaged or deteriorated that its function
is impaired. (See info column)
b, an insecure headlamp.
On machines without a battery or wtth an insufficiently charged battery,
it will
be necessary to run the engine.
Exemptions
For this test if a stop lamp is fitted, it must meet the requirements
of this inspection, but need not be fitted to a machine which:
a. cannot exceed 25mph, or
b. was first used before 1 January I936.or
c. was first used before 1 April 1986 and which has an engine capacity
of less than 50cc.
Operation
Stop lamps may operate in conjunction with either the front or the rear
brake, or both. On machines first used on or after 1 April 1986, the stop
lamps must operate by the application of each system.
On machines without a battery or with an insufficiently charged battery,
it will be necessary to run the engine.
2. Check that the illumination of the lamp is not affected by the operation of any other lamp or the horn.
3. Check the condition and security of the stop lamp
a. does not illuminate immediately a brake applies
b. emits other than a steady red light
c. that is obscured
d- flickers when tapped lightly by hand
e. remains on when the brake is released.
2. The illumination of the stop lamp is
affected by the operation of another lamp or the horn.
3. A stop lamp
a. missing or so damaged or deteriorated that its function is impaired
b. insecure.
. only used during daylight hours, and
. not used at times of seriously reduced visibility
If this situation occurs the machine presenter should be issued with an advisory notice recording the above and it should also be recorded on the carbon copy of the VT20.
Statutory reflectors
Mopeds and motor bicycles require one unobscured red reflector which is
aligned to the vehicles longitudinal centre line and is positioned to
reflect squarely to the rear. If the motorcycle is fitted with a side
car the side car will also require a reflector fitted towards the nearside
and positioned to reflect squarely to the rear.
Extra reflectors
fitted to a motorcycle are
not included in this inspection.
Reflecting and Retroreflective tape
must NOT be regarded as a substitute for an obligatory reflector.
2. Examine the reflectors) for condition. security position and that
it is not
obscured.
2. A reflector
a. so damaged, dirty or deteriorated that its function is impaired
b. obscured
c. insecure
d. obviously incorrectly positioned
. only used during daylight hours, and
. not used at times of seriously reduced visibility
If this situation occurs the machine presenter should be issued with
an advisory notice recording the above and it should also be recorded
on the carbon copy of the VT20.
2. Whilst operating the indicators see that the operation of each front
indicator is readily visible from the riding position or that the 'tell
tale' is operating correctly.
b. showing a light other than AMBER (see information column).
c. not working or not flashing at 60 to 120 flashes per minute, or which is affected by the operation of another lamp. (see information column).
2. The operation of the indicators is not visible from the riding position
and there is no 'tell tale' fitted. Where a 'tell tale' is fitted it does
not function or operate correctly, (see information column).
. cannot exceed 30mph / 50kph, or
. was first used before 1 August 1986, or
. 'off road' machines which are designed
to carry only the rider.
. 'off road' machines with side car designed to carry the rider and one passenger in the side car.
off road machines are constructed or adapted primarily for use off roads
(whether by reason of its tyres, suspension, ground clearance or otherwise).
4. Check the condition and operation of the switch.
a. A indicator lamp missing or so damaged or deteriorated that its function is impaired.
b. An insecure direction indicator
4. A faulty or insecure switch or one which does not operate the direction indicators on the side of the machine selected.
Motorcycles first used before 1 September 1965 may be fitted with direction indicators showing a WHITE light to the front and a RED light to the rear.
On motorcycles without a battery or with an insufficiently charged battery, it will be necessary to run the engine. The 'tell tale' may be audible, visual or both.
Amber lamps located within the indicator lamp must not adversely affect
the operation of the indicator i.e. the indicator must go on and off to
function not dim and bright.
Machines with a single beam headlamp
first used on or after l^May 1995 so constructed to be incapable of exceeding
30mph/50kph on the level with an engine capacity not exceeding 50cc are
only required to have a dipped beam, provided a rear position lamp, stop
lamp and rear reflector are also fitted (see also information notes at
1.2 headlamps).
On machines without a battery or with an insufficiently charged battery it will be necessary to run the engine.
If an automatic transmission is fitted the light output may be low but the hot spot can usually be identified.
Check that the tyres are not under-inflated.
A flat top dip beam pattern is not a reason for rejection
Locate the machine on the area designated as the 'standing area' for the headlamp test. Clamp the front wheel or otherwise support the machine so that it is upright and in the straight ahead position.
With an assistant sitting on the machine in the normal riding position align the beam tester with the longitudinal axis of the motorcycle and align the centre of the collecting lens with the centre of the headlamp under test in accordance with the equipment manufacturer's instructions. Switch the headlamp to the beam on which the headlamp is to be checked. Follow the instructions given by the manufacturer for the particular headlamp aim equipment being used:
USING AN AIMING SCREEN
Place the machine on the standing area.
Position the machine or motorcycle part of a
combination, with the headlamp lens the
appropriate distance away from the aiming
screen and its longitudinal centre line at right
angles to the screen.
Clamp the front wheel or otherwise support
the machine so that it is upright and
adequately supported-
Align the screen vertical zero line with the
motorcycle headlamp centre line.
With an assistant sitting on the machine in
the normal riding position align the
horizontal zero line with the horizontal axis of
the headlamp using the headlamp height
measuring equipment. Switch the headlamp
to the beam on which it is to be checked.
Handlebars on some machines are rubber mounted. Some movement may be
detected when firm pressure is applied to handlebars secured in this way
2. With the front wheel clear of the ground, turn the steering from lock to lock to check that:
a. there is no fouling between moving and fixed parts;
b. the handlebar grips do not come so close to a fixed part (eg fuel tank or fairing) as to impede the operation of the controls;
c. the control cables are not pulled taut on full lock and that they are not likely to be trapped or caught on a projection
d. any steering damper fitted is properly secured, effective and is not likely to impede control of the machine
e. fairings or leg shields do not impede steering.
3. Examine steering lock stops (if fitted).
a. handlebar clamps not tight, or any bolt loose or missing (see information column.)
b. handlebar or fork yoke deformed. fractured, cracked or excessively corroded
c. handgrips missing or not secure to handlebars
d. an excessively deteriorated handlebar flexible mounting
2.
a. any fouling between components which would interfere with the free
movement of the steering from lock to lock
b. insufficient clearance at either full lock position for the handlebar grips to be properly grasped or the controls to be properly operated
c. restriction to the movement of the handlebars by cables being pulled taut, becoming trapped or by being caught on a projection
d. a steering damper which is insecure. ineffective or in such a condition that the steering action is impaired, (see Sub-Section 2-2 information column)
e. any fairing or leg shield insecure or so located it is likely to impede the steering.
3, A loose, missing, maladjusted, or ineffective steering lock stop.
in itself a reason for rejection.
Before failing a machine for excessively stiff steering, check that any adjustable steering damper is released. The tester may at his discretion consider that a road test is necessary to establish whether stability or control is adversely affected. If the damper is released during the test the vehicle presenter must be informed (Reference Introduction Item 5).
It is important to distinguish between play in the head bearings and
that in the forks, it may be necessary to use the assistant to apply the
brake whilst the machine is pushed so that a proper assessment can be
made by hand and eye.
1. Inspect for tightness and roughness by turning the steering from lock
to lock
a. with the front wheel on the ground for on a turning plate) to check
the lower bearing, and
b. with the machine raised so that the front wheel is clear of the ground to check the upper bearing.
2. Inspect for free play as follows;
a. apply the front brake and push the handlebars forward, or
b. for lightweight machines, with the aid of an assistant raise the front wheel clear of the ground, apply the front brake, and lift the front of the front wheel, it may be necessary to support the centre of the machine if it does not have a suitable stand).
c. for machines with centre hub steering:
with the front wheel held between your legs rock the steering side to
side taking up the play. Assess the free play in the linkage.
a. with weight on the lower bearing,
b. with the wheel raised.
2. Excessive free play in the head bearings or any steering linkage (see information column).
Many high performance machines are fitted with anti-dive front forks which lock when the brake is applied. In these cases the front wheel will need to be placed against a solid object when checking the damping.
It is important to distinguish between play in the forks and that in the wheel bearings.
Light rubbing contact between a fork leg or damper body and its shroud is acceptable.
Some smaller machines are not fitted with dampers on the front suspension.
Some fork arrangements rely on the bracing incorporated in the mudguard fixings to maintain their alignment. A mudguard insecurely fixed to the forks may therefore adversely affect the handling of the machine.
Light misting of the stanchion is
acceptable but if evidence of oil running down the fork leg is apparent
the reason for rejection would apply.
Pitting of a fork stanchion is not a reason tor rejection unless damage
to damper seals has occurred. It may be necessary to pull back any rubber
gaiters to conduct this examination if it is possible without dismantling
or damage but they must be correctly refitted.
a. Check the condition, alignment and security of the front fork assembly.
b. Check condition of suspension springs
c. Check shock absorbers for oil leakage due to seal failure
2. Check for wear in the front fork assembly by one of the following methods:
a. whilst the machine is held upright grip the front wheel firmly and attempt to turn the handlebars from side to side looking for free play in the forks;
b. on leading or trailing link type suspensions, with the wheel raised, attempt to move the swinging fork from side to side and look for play in the pivot bearings or bushes.
3. With the front wheel raised check that the wheel and its associated fixing and locking devices are present and secure and that the wheel bearings are not excessively tight or do not have excessive free play. Spin the wheel and listen for roughness in the bearings.
4. Observe the freedom of movement and the effectiveness of the damping by applying the front brake and depressing the forks several times as far as possible. (see information column).
5. Check the security of the front mudguard and look for evidence of it having been in contact with either the wheel, the tyre or any fixed part of the machine.
6. Check condition of steering and suspension with regard to corrosion.
distortion and modifications.
a. a fork assembly component which is missing, loose, cracked, or excessively bent, misaligned or corroded.
b. a road spring:
(i) incomplete, cracked or fractured
(ii) worn or corroded so that its cross sectional area is reduced such
that It is seriously weakened;
(iii) repaired by welding.
c. Oil leakage indicating failure of the seal.
2. Excessive free play between the sliding members of the forks or in the pivot bearings, (see information column).
3.
a. a loose wheel spindle or securing nut(s) or locking device missing
or insecure
b. Excessive roughness, tightness or free play in the wheel bearings
4.
a. fouling between the fixed and moving parts which affects the movement
of the forks, (see information column)
b. excessive stiffness in the movement of the forks
c. Forks with inadequate damping effect. (see information column)
d. an insecure fork brace
5. An insecure mudguard or one able to easily contact the wheel, tyre or any fixed point of the machine.
6. deliberate modification which significantly reduces the original strength,
excessive corrosion, severe distortion, a fracture or an inadequate repair
of a load bearing member or its supporting structure.
It is important to distinguish between play in the rear suspension bearings and that in the wheel bearings.
Light rubbing contact between the body and shroud of a shock absorber is acceptable.
Smaller machines
Shock absorbers fitted to the rear of some small machines may have limited
damping.
Access
It may be necessary to remove side panels or remove the seat to carry
out a full examination (intro item 4).
If no centre stand is fitted, care should be taken when Jacking the machine. It may be desirable to use an assistant.
With mono-shock type suspension some
linkage movement may be observed when the suspension is in an abnormal
position.
If twin shock absorbers are fitted the machines presenter should be informed
if it appears they are not equally adjusted.
1.
a. Check the condition, security and alignment of the rear suspension
components.
b. Check condition of suspension springs
c. Check shock absorbers for oil leakage due to seal failure
2. With the rear wheel clear of the ground:
a. look for play in the suspension bearings or bushes by attempting to move the suspension from side to side and up and down;
b. ensure that the wheel, it's fixings and locking devices are present and secure and check the wheel bearings for tightness or play;
c. spin the wheel and listen for roughness in the bearings
d. Check condition of suspension with regard to corrosion, distortion and modifications.
3. With the rear wheel on the ground
observe the amount of movement and the effectiveness and security of the
shock absorbers by sitting on the machine and depressing the rear suspension
several times as far as possible.
a rear suspension component which is:
a. loose, cracked, excessively bent, misaligned or excessively corroded
b. A road spring, (see information column.)
(i) incomplete, cracked or fractured;
(ii) worn or corroded so that it's cross sectional area is reduced such
that it is seriously weakened;
(iii) repaired by welding.
c. Oil leakage indicating failure of the seal.
2.
a.
(i) Excessive free play or deterioration in bearing or bush. (see information
column).
(ii) a seized component-
b. a loose wheel spindle or securing nut(s) or locking device missing or insecure.
c. excessive tightness or free play in the wheel bearings, excessive roughness
in a wheel bearing whilst the wheel is rotating indicating early failure
is likely
d.deliberate modification which significantly reduces the original strength, excessive corrosion, severe distortion, a fracture or an inadequate repair of a load bearing member or its supporting structure
3.
a. fouling between fixed and moving parts which affects the movement of
the rear suspension. (See information column)
b. excessive stiffness in the movement of the rear suspension. A shock absorber with inadequate damping effect or insecurely mounted (see information column)
4. On machines fitted with mono-shock type suspension, check as far as
possible the condition of pivot points for wear and security.
either the front or rear wheels have already been failed under Section 4.2 for unacceptable buckling eccentricity or damage.
A clamp should be used if available. provided It does not obstruct the straight edge or cord.
If the misalignment is considered excessive, a road test may be conducted, at the tester's discretion, to access the effect on the handling of the machine (Reference Page 1, paragraph 5).
Parallel Misalignment
Some shaft drive machines and those machines which have been adapted for
use with side car may have a certain amount of parallel misalignment as
standard.
ensure that the front wheel is held upright and in line with the frame.
a. place a straight edge or cord against the rear tyre parallel to it and as high off the ground as other parts (ie silencers, frame etc) will permit;
b. estimate the gap (if any) between the straight edge or cord at the rear points where it is opposite the front tyre;
c. move the straight edge or cord to the other side of the motor cycle and repeat I a. and 1 b. above;
2. Sight along the front wheel and forks and assess any misalignment.