Probably not worth reading this - as you were...

[Cavcraft]

It won't count for anything unless there's a massive* campaign on a social networking site.

[morris_ital_lover]

“(7) ‘vehicle of historic interest’ means any vehicle which fulfils all the following conditions :

•It was manufactured at least 30 years ago,

•It is maintained by use of replacement parts which reproduce the historic components of the vehicle;

•It has not sustained any change in the technical characteristics of its main components such as engine, brakes, steering or suspension and

•It has not been changed in its appearance;

 

Basically that tells me that any car older then 1982 needs to still be fitted with original parts (even serviceable parts?) never had any upgrades, I.e better brakes, exhaust or lowered etc and still look totally standard, that's going to be one hell of a law to prove.

 

Indeed so Marina braked Moggies, Zetec'ed old Fords, Landrover defenders on Series ii plates, Brand spanking new MG using heritage bodyshells, Mazda running gear and old IDs won't be allowed as "vehicles of historic interest". However, does that mean that they can continue as just plain old "shite"?

 

This law has the potential to do some serious damage as well as being totally unenforceable. Where would the law sit on the merry-go-round of A series engines between Minis, Metros, 1300GTs etc?

 

Finally of note: " •It has not been changed in its appearance;" where would vehicles with massive rust scabs sit within this law? They have changed in appearance but the owner has nothing to do with it and they are using "the original parts".

[Alexg]

Well I'll be watching this with interest. My Metro is under 30 years old and is fitted with, along with many other things, a roll cage. It's quite an obvious modification!

[Alexg]

Hang on, rally cars have to be road legal..... that could cause a headache!

[Des]

Oh it's only going to be for sub 30 YO cars, no problem, can't think of much made since '82 that would need much in the way of improvement, maybe an odd one with points ignition but nothing with anything seriously detrimental like drums all round, and if there were they should be fired into the sun.

As lots have got themselves all riled up over this, how about storming parliament anyway and, I dunno, flatten it into an oval and race X5s and Jukes.

[skattrd]

Hang on, rally cars have to be road legal..... that could cause a headache!

 

I was pondering that as well.

On another note, how many Land Rovers aren't modified ?

[Volksy]

Meh, never happen. Given the gov[pwn]ment are happy to stop MOT's on eldery vehicles, I think not.

 

Given the state of the Doovla, how will they propose to police this.

[wuvvum]

Not sure what to think about this one - the article on the ACE website does look alarming, but then there have been several bits of EU legislation over the years that everyone's been up in arms about but that eventually turned out to have relatively little detrimental effect. Ho hum.

[Volksy]

Not sure what to think about this one - the article on the ACE website does look alarming, but then there have been several bits of EU legislation over the years that everyone's been up in arms about but that eventually turned out to have relatively little detrimental effect. Ho hum.

 

I remember an EU lawin 1992 coming in, re Custom cars, that caused a bit of a stir. Never happened.

[Adrian_pt]

I have a few contacts in that part of the world so if you want I will check tomorrow what this could mean in practice. But I think the nub is "prevent most modifications without further approval" - that sounds as if you do something significant to a car, a tester will have to have a look at it to check it's done properly. Sounds sensible for say someone shoehorning a V8 into a Mini. The other point is of course whether there will be a grandfather clause. There are quite a few old car enthusiasts within Westminster (not all of the Alvis, flat cap and MG TC brigade; some with sympathies towards shite, too) so I wouldn't be too alarmist.

[Albert Ross]

Hang on, rally cars have to be road legal..... that could cause a headache!

 

I was pondering that as well.

On another note, how many Land Rovers aren't modified ?

 

Mine... 1970... alternator, oil pressure gauge, ammeter, voltmeter, overdrive and roofrack. Oh, and Radial tyres.

Q plated one (1980ish) has had 20 inches chopped out of the chassis just for starters....

1961 Military has been "de-militarised" and will be LHD when finished, but it's all original factory parts, not aftermarket!

 

There's a thought. Q platers. "A vehicle of indeterminate age or origin", or made from a sum of inderminate parts, etc. Hah!. That'll fuck 'em, roll everything onto a Q plate!

[Split_Pin]

I would be surprised if this was enforced. What is to be gained?

 

Why not just make the MOT more strict?

 

All my cars are modified, but the replacement parts, where not merely robbed from better spec models, are all approved by 'TUV' or somesuch bollocks, if that helps.

 

If this is indeed as true as the article makes out, I will find it hard to swallow, in light of the recent abolishment of the requirement of an MOT for a pre 1960 car.

[catsinthewelder]

I really feel I should protest about all this but I probably won't because I doubt it will make a damn bit of difference

 

10 years ago I was on MAG protest rallies about the effect that DRL's would have on motorcyclists, it was being considered for EU law mostly it seemed, so the manufacturers could save a few pence on each vehicle produced by leaving out the switches. We thought we'd won but a glance out on the roads shows the dreaded rows of LED's on pretty much all the modern tat.

 

Ms C joined in the campaigns over the last few years about herbal medicines etc. Plenty of people were using them and getting good results but the EU burocrats sided with the big pharmaceutical companies so anything that could be used as a medicine can only be sold if it's gone through very expensive testing. Another victory for big business, and another nail in the coffin for folks who don't want the same dull lifestyle that the government and big corporations would like us to have.

 

The same things are happening over in the USA, big corporations are getting legislation brought in that will stop small suppliers from existing. It won't bother the folks who drive a new Hyundai and buy everything at Tescos but it certainly bothers me

[autofive]

 

and charlie says it will effect all cars under 30 years old.....

[Tayne]

Ms C joined in the campaigns over the last few years about herbal medicines etc. Plenty of people were using them and getting good results but the EU burocrats sided with the big pharmaceutical companies so anything that could be used as a medicine can only be sold if it's gone through very expensive testing.

 

Yeah, that ruling was a total bastard.

It destroyed my business.

We had some great lines, anthrax headache pills, aluminium toothpaste, asbestos bandages. We can now only sell them as novelty items as we're too much of a bunch of crooks put them through the tests and prove that they're any good.

[Pete-M]

It's a strange one.

 

I think we've got that side of things pretty much spot on in this country. We are allowed to do engine transplants (i.e. 2.9 EFi Mk2 Granny.... this had to happen now..) make mad 4wd stuff, drop Zetecs in 100Es, V8 Volvo 760s and the like. As long as the mods are safe(ish) then there's no problem.

 

Germany, from what I can gather, has a system where you can do outlandish things to your car if you like, but at the MOT test you have to pay extra for them to inspect the bits you've been messing about with, and they're all noted.... but if you buy a Mk2 Escort 1300 Sport on the logbook it basically says if you fit a 1600 there's no problem as it'd be a 1600 Sport anyway. H plate stuff seems to be awkward to use.

 

Czech has two year MOTs on normal stuff. Engine transplants have to be down on the paperwork and that's supposedly nigh-on impossible. 'V(eteran)' plates are a different thing altogether. To get a V plate you have to be in a car club, and have a car club anorak inspect your car to declare it 'standard'. Photographic records are kept and mods are a no-no. Even fitting an alternator to something with a dynamo is a problem. The V plate, however, is yours instead of belonging to the car.

 

This may all be bollocks, but it's what I appear to have picked up along the way.

 

If they say "no mods" then what happens to Nic Mann's Minor? Henry HiRise? My Granada? They can't just bin everything that is modified.

[Guest]

Whilst I think that the proposed regulation is an example of EU mission creep, note the definition of roadworthiness test:-

 

(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;

 

Despite what other websites say, this definition does not inevitably preclude modifications, or at least not all modifications. Banning chavvy Barry Boy exhaust Mods would, as noted by some above, not be a terrible thing.

 

Elsewhere in the (typically badly drafted) draft regulation, there is provision for testing after modification (Article 5.4).

 

I agree that the proposal is a bad thing, but am not convinced that, if implemented, it will be quite the death blow that some are claiming it will be.

[SambaS]

I've grown to like the 4" tail pipe on my Samba Cabrio. And the 4 branch Janspeed manifold/ Scorpion exhaust on the XR3 gives it a nice sound when driven hard. And a notable increase of power. I doubt I'll ever have to change them for some daft legislaion. Lets see if come next MOT I have to eat my words!

[dollywobbler]

To be fair to ACE, they HAVE to treat it as a death blow or people won't get angry and won't take any action at all. The biggest danger to the modified (on all scale) world is ambivalence.

 

I do wonder whether there should be more control of modification, as people who own an angle grinder and a spring removal tool are not really best placed to make decisions about safety. However, that should be done by proper legislation, not a back-door MOT mod.

[HillmanImp]

If this is a directive as suggested in the article, the desired results will be binding on the member states no matter what their governments opinion but the methods to achieve them are left to the national authorities to incorporate into their domestic legal system.

 

Despite what that sounds like, this does give the govenment a great deal of room to manouvere on this. I will have a better look at this tonight but think it will have little or no effect on anyone once it has been chewed up by parliment and spat out the other side.

 

If it was a Regulation, Legislation or Treaty we would all be fucked.

[Guest]

The proposal is for a Regulation, not a Directive. The Regulation will be directly effective without the need for implementing legislation in member states. Despite this, some discretion will be left to Member States: see for example article 5.4.

[Guest]

Draft Regulation here. Short test later, dudes!

 

 

CHAPTER I SUBJECT MATTER, DEFINITIONS AND SCOPE

Article 1

Subject matter

This Regulation establishes a regime of periodic roadworthiness tests of vehicles.

Article 2

Scope

1. This Regulation shall apply to vehicles with a design speed exceeding 25 km/h of the following categories, as referred to in Directive 2002/24/EC, Directive 2007/46/EC and Directive 2003/37/EC:

23

– 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 used for the carriage of passengers and with 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 used for the carriage of goods and having a maximum permissible mass exceeding 3 500kg - 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 and semi-trailers with a maximum permissible mass exceeding 3 500 kg – vehicle categories O3 and O4,

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

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

OJ L 173, 8.7.2010, p. 74.

EN13 EN

2. This Regulation shall not apply to: – vehicles of historic interest,

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

– vehicles used by agricultural, horticultural, forestry, farming or fishery undertakings with a maximum design speed not exceeding 40 km/h,

– specialised vehicles transporting circus and funfair equipment with a maximum design speed not exceeding 40 km/h and only operating on the territory of the Member State.

3. Member States may introduce national requirements concerning roadworthiness tests for vehicles listed in paragraph 2 registered in their territory.

Article 3

Definitions

For the purpose of this Regulation the following definitions shall apply:

(1) ‘vehicle’ means any not rail-borne motor vehicle or its trailer;

(2) ‘motor vehicle’ means any power-driven vehicle on wheels which is moved by its own means with a maximum design speed exceeding 25 km/h;

(3) ‘trailer’ means any non-self propelled vehicle on wheels which is designed and constructed to be towed by a motor vehicle;

(4) ‘semi-trailer’ means any trailer designed to be coupled to a motor vehicle in such a way that part of it rests on the motor vehicle and that a substantial part of its mass and the mass of its load is borne by the motor vehicle;

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

(6) ‘vehicle registered in a Member State' means a vehicle which is registered or entered into service in a Member State;

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

– It was manufactured at least 30 years ago,

– It is maintained by use of replacement parts which reproduce the historic components of the vehicle;

– It has not sustained any change in the technical characteristics of its main components such as engine, brakes, steering or suspension and

– It has not been changed in its appearance; EN14 EN

( 'holder of a registration certificate' means the person in whose name the vehicle is registered;

(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;

(10) "approval" means any category of approval referred to in Directive 2007/46/EC;

(11) 'deficiencies' means technical defects and other non-compliances found during a roadworthiness test;

(12) "roadworthiness certificate" means a certificate issued by the competent authority or a testing centre containing the result of the test and the overall assessment of the vehicle.

(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 ;

(14) ‘competent authority’ means an authority or public body responsible for managing the national system of roadworthiness testing, including, when appropriate, the carrying out of roadworthiness tests;

(15) ‘testing centre’ means public or private bodies or establishments, including those carrying out vehicle repairs, authorised by a Member State to carry out roadworthiness tests ;

(16) 'supervising body' means a body set up by a Member State, responsible for the authorisation and the supervision of testing centres

CHAPTER II

GENERAL OBLIGATIONS

Article 4

Responsibilities

1. Motor vehicles and their trailers shall periodically be tested in accordance with this Regulation in the Member State where they are registered.

2. Roadworthiness tests shall be carried out only by the competent authority of a Member State or by testing centres authorised by Member States.

3. Vehicle manufacturers shall provide the testing centres or, when relevant, the competent authority, with access to the technical information necessary for roadworthiness testing, as set out in Annex I. The Commission shall adopt detailed rules concerning the procedures on access to the technical information set out in Annex I in accordance with the examination procedure referred to in Article 16(2).

EN15 EN

4. The holder of the registration certificate shall be responsible for keeping the vehicle in a safe and roadworthy condition at all times.

CHAPTER III

REQUIREMENTS CONCERNING ROADWORTHINESS TESTS

Article 5

Date and frequency of testing

1. Vehicles shall be subject to a roadworthiness test on each anniversary of the date of first registration, at least within the following intervals:

– Vehicles of categories L1e, L2e, L3e, L4e, L5e, L6e and L7e: 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, then two years and thereafter annually;

– 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.

2. In the case where a vehicle of categories M1 or N1 reaches a mileage of 160 000 km on the first roadworthiness test after the vehicle was first registered, it shall be subject to a roadworthiness test thereafter annually.

3. The holder of the registration certificate may request the testing centre, or the competent authority if relevant, to carry out the roadworthiness test during a period extending from the beginning of the month preceding the month of the anniversary date referred to in paragraph 1 until the end of the second month following this date, without affecting the date for the next roadworthiness test.

4. Notwithstanding the date of its last roadworthiness test, the competent authority may require that a vehicle be subject to a roadworthiness test or additional testing before the date referred to in paragraphs 1 and 2, in the following cases:

– after an accident with serious damage to the main safety related components of the vehicle such as wheels, suspension, deformation zones, steering or brakes,

– when the safety and environmental systems and components of the vehicle have been altered or modified,

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

EN16 EN

Article 6

Contents and methods of testing

1. The roadworthiness test shall cover the areas referred to in Annex II, point 2.

2. For each area referred to in paragraph 1, the competent authorities of the Member State or the testing centre shall carry out a roadworthiness test covering at least the items and using the method applicable to the testing of those items, as set out in Annex II, point 3.

Article 7

Assessment of deficiencies

1. For each item to be tested, Annex III provides a minimum list of possible deficiencies and their level of severity.

2. When carrying out a roadworthiness test, the inspector shall attribute to each deficiency detected a level of severity and classify it into one of the following groups :

– minor deficiencies having no significant effect on the safety of the vehicle and other minor non-compliances,

– major deficiencies that may prejudice the safety of the vehicle or put other road users at risk or other more significant non-compliances,

– dangerous deficiencies that constitute a direct and immediate risk to road safety such that the vehicle may not be used on the road under any circumstances.

3. A vehicle having deficiencies falling into more than one deficiency group referred to in paragraph 2 shall be classified into the group corresponding to the most serious deficiency. A vehicle showing several deficiencies of the same group shall be classified in the next more serious group if the combined effect of those deficiencies result in a higher risk to road safety.

Article 8

Roadworthiness certificate

1. The testing centre or, if relevant, the competent authority that has conducted a roadworthiness test on a vehicle shall issue a roadworthiness certificate to that vehicle that contains at least the elements laid down in Annex IV.

2. The testing centre or, if relevant, the competent authority, shall provide the person presenting the vehicle to the test with the roadworthiness certificate or, in case of electronic established roadworthiness certificate, a duly certified printout of such certificate.

3. As from the date of entry into force of this Regulation and at the latest 3 years afterwards, the testing centres shall communicate electronically, to the competent authority of a Member State the information mentioned in roadworthiness certificates

EN17 EN

which they deliver. This communication shall take place within a reasonable time after the issuance of the roadworthiness certificates. Until this date, the testing centres may communicate this information to the competent authority by any other means. The competent authority shall keep this information for 36 months from the date of its reception.

4. For the purposes of checking the odometer reading, and where this information was not communicated electronically following the previous roadworthiness test, the inspector shall require the person presenting the vehicle to the test to show the certificate issued following the previous roadworthiness test.

5. The results of the roadworthiness test shall be notified to the registration authority of the vehicle. This notification shall contain the information mentioned in the roadworthiness certificate.

Article 9

Follow-up of deficiencies

1. In the case of minor deficiencies only, the holder of the registration certificate shall ensure that such deficiencies are rectified without delay. The vehicle may not need to be re-tested.

2. In the case of major deficiencies, the competent authority shall decide on the conditions under which a vehicle may be used before undergoing another roadworthiness test. The latter test shall take place within six weeks following the initial test.

3. In the case of dangerous deficiencies, the vehicle shall not be used on publicly accessible roads and its registration shall be withdrawn in accordance with Article 3a of Directive XXX of the European Parliament and of the Council amending Council Directive 1999/37/EC on the registration documents for vehicles24 until the deficiencies are rectified and a new roadworthiness certificate is issued testifying that the vehicle is in a roadworthy condition.

Article 10

Proof of test

The testing centre or, if relevant, the competent authority of the Member State that has carried out a roadworthiness test on a vehicle registered in its territory shall issue a proof to each vehicle having successfully passed such a test. The proof shall indicate the date of the next roadworthiness test.

Each Member State shall recognise the proof issued in accordance with paragraph 1.

24

OJ L XXX, XX.XX.XXXX, p. XX

EN18 EN

CHAPTER IV

ADMINISTRATIVE PROVISIONS

Article 11

Testing facilities and equipment

1. Testing facilities and equipment used for carrying out roadworthiness tests shall comply with the minimum technical requirements laid down in Annex V.

2. The testing centres or, if relevant, the competent authority, shall maintain the testing facilities and equipment in accordance with the specifications provided by the manufacturer.

3. Any equipment that is used for measurements shall be periodically calibrated in accordance with the specifications provided by the manufacturer.

Article 12

Inspectors

1. Roadworthiness tests shall be carried out by inspectors fulfilling the minimum competence and training requirements laid down in Annex VI.

2. Member States shall deliver a certificate to inspectors who fulfil the minimum competence and training requirements. This certificate shall include at least the information mentioned in Annex VI, point 3.

3. Inspectors employed by competent authorities of the Member States or a testing centre at the date of application of this Regulation shall be exempted from the requirements laid down in Annex VI, point 1. The Member States shall deliver a certificate of equivalence to these inspectors.

4. When carrying out a roadworthiness test, the inspector shall be free of any conflict of interests, in particular as regards economic, personal or family links with the holder of the registration certificate of the vehicle subject to testing.

5. The testing centre shall inform the person presenting the vehicle to the test of the necessary repairs to be carried out and shall not alter the results of the test for commercial purposes.

6. The results of a roadworthiness test performed by an inspector can only be modified by the supervising body if the findings of the roadworthiness test performed by the inspector are manifestly incorrect.

EN19 EN

Article 13

Authorisation and supervision of testing centres

1. A supervising body shall perform at least the tasks provided for in Annex VII, point 1, and fulfil the requirements laid down in points 2 and 3 of the same Annex .

Member States shall make publicly available the rules and procedures covering the organisation, tasks and requirements applicable to the personnel of supervising bodies.

Supervising bodies shall be independent from testing centres and vehicle manufacturers.

2. Testing centres directly operated by a competent authority shall be exempted from the requirements regarding authorisation and supervision.

CHAPTER V

COOPERATION AND EXCHANGE OF INFORMATION

Article 14

Administrative cooperation between Member States

1. Member States shall designate a national contact point responsible for the exchange of information with the other Member States and the Commission with regard to the application of this Regulation.

2. Member States shall forward to the Commission the names and contact details of their national contact point at the latest [one year after the entry into force of this Regulation] and inform it without delay about any changes thereof. The Commission shall draw up a list of all contact points and forward it to the Member States.

Article 15

Electronic vehicle information platform

The Commission shall examine the feasibility, costs and benefits of the establishment of an electronic vehicle information platform with a view to exchange information on data related to roadworthiness testing between the competent authorities of Member States responsible for testing, registration and vehicle approval, the testing centres and the vehicle manufacturers.

It shall, on the basis of that examination, put forward and evaluate different policy options, including the possibility to remove the requirement of a proof of test as provided for in Article 10. Within two years after the date of application of this Regulation, the Commission shall report to the European Parliament and to the Council on the results of the examination, and accompany it with a legislative proposal, if appropriate.

EN20 EN

CHAPTER VI

PROVISIONS ON IMPLEMENTING AND DELEGATED POWERS

Article 16

Roadworthiness Committee

1. The Commission shall be assisted by a committee. That committee shall be a committee within the meaning of Regulation (EU) No 182/2011.

2. Where reference is made to this paragraph, Article 5 of Regulation (EU) No 182/2011 shall apply. Where the opinion of the committee is to be obtained by written procedure, that procedure shall be terminated without result when, within the time-limit for delivery of the opinion, the chair of the committee so decides or a simple majority of committee members so request.

Article 17

Delegated acts

The Commission shall be empowered to adopt delegated acts in accordance with Article 19 with a view:

– 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),

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

Article18

Exercise of delegation

1. The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in this Article.

2. The delegation of power referred to in Article 17 shall be conferred for an indeterminate period of time from [the date of entry into force of this Regulation].

3. The delegation of powers referred to in Article 17 may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

4. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council.

EN21 EN

5. A delegated act adopted pursuant to Article 17 shall enter into force only if no objection has been expressed by either the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or the Council.

CHAPTER VII

FINAL PROVISIONS

Article 19

Penalties

1. The Member States shall lay down the rules on penalties applicable to infringements of the provisions of this Regulation and shall take all measures necessary to ensure that they are implemented. Those penalties shall be effective, proportionate, dissuasive and non-discriminatory.

2. Each Member State shall take the necessary measures to ensure that the manipulation or tampering of an odometer is regarded as an offence and is punishable by effective, proportionate, dissuasive and non-discriminatory penalties.

3. The Member States shall notify those provisions to the Commission by [one year after the date of application of this Regulation] at the latest and shall notify without delay any subsequent amendment affecting them.

Article 20

Transitional provisions

1. Testing facilities and equipment referred to in Article 11 which do not comply with the minimum requirements laid down in Annex V on [the date of application of this Regulation] may be used for carrying out roadworthiness tests for a period of not more than five years following that date.

2. Member States shall apply the requirements laid down in Annex VII at the latest as from the fifth year following the date of application of this Regulation.

Article 21

Repeal

Directive 2009/40/EC and Commission Recommendation 2010/378/EU are repealed with effect from [the date of application of this Regulation].

EN22 EN

Article 22

Entry into force and application

The Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from [12 months after its entry into force]. This Regulation shall be binding in its entirety and directly applicable in all Member States . Done at Brussels,

For the European Parliament For the Council The President The President

[messerschmitt owner]

one good thing seems to be the acceptance that a 30 year old vehicle is historic and that this will be a rolling thing, as per the 25 year old tax exemption that once existed. Maybe we'll get a rolling tax exemption back again!

 

Also, I note that they propose MoT exemption from 30 years of age too.

 

I also think that while some owners' clubs may get arsey about originality, that most will turn a blind eye to sensible upgrade mods and that most MoT stations wouldn't have a clue as to what was original equipment or not. As such, who is going to argue that electronic ignition is not sensible, or that a brake upgrade is not better than original.

 

Frankly, if it removes the banded steels and adverse camber suspension set ups, scene followers and shite body kits and 'enhancements' then I cannot see a problem with removing these unsightly monstrosities off the road!

[Split_Pin]

So how would you define a 'shite' bodykit and a 'good' one? If its badly secured, fair enough like.

 

My car has an Irmscher bodykit, which was a factory option but fitted very well by me 4 years ago. Best of gear, cost a fortune. It's also lowered on top quality coilovers, and tracking aligned by a specialist, not just a fast fit place.

 

The other mods are top quality stuff too, no cheap eBay copies.

 

I think it will be hard to outlaw all that.

[messerschmitt owner]

the Irmscher body kit was pretty much dealer fit equipment at the time. A pal had a dark blue D plate Manta coupe with the twin lights and bodykit. I liked it, still do!

 

I consider a shit bodykit to be anything sold out of Halfords, anything fitted by a barry boy and anything fitted to a Toyota Hiace van to make it look like it has antlers.

 

There are very few body kits IMHO (including lots of factory fit stuff) that look good or are better than the original design of the car. Ditto, aftermarket alloys - so few of which look any good on any car! That halfords catalogue just reminded me how crap they all are.

 

You do realise that for lots of cars that it will be impossible to determine what mods may have been done, and that whoever checks them will not be so stupid as to fail something for sensible modifications that improve on safety and reliability. Who would argue about properly fitted seatbelts in a vehicle not legally required to have them, or better uprated brakes or an alternator instead of a dynamo, or a 12V conversion from 6V?

 

Personally, I like the freedom to do as we wish, and that includes Barry and his Corsa, and my opinion is just that - an opinion. I'm sure much of the crap over regulation will be circumvented by common sense.

[Split_Pin]

Just read the Regs as posted up and, I may have missed something, but I see that 'roadworthiness' is the prevailing word.

 

Surely, like all rules, they are there to be interpreted? I hope so anyway

[Mash]

If it comes down to owners' clubs to determine the "non-standard-ness" of a car in order that it can be passed or otherwise, then I think that the clubs need to get their heads together and have that common sense approach, ie "we all agree that a car with safety upgrades, brakes, ignition, fancy paint etc is fine but Dave's chopped the roof off his car so we're a bit dubious about that".

 

That will be the key for subtle mods, wheels and so on. Lowering might be a bit of a bone of contention as it's debatable what benefit it gives the car. If a custom car or hot rod has undergone a previous SVA or something would that count as its "ticket" so to speak??

[Guest]

Despite all the panic on the "we like old cars and have food in our beards to prove it" websites, this draft regulation is NOT about type approval. it IS about an EU wide roadworthiness test. it will probably be a bit like our current MOT, possibly with some extra knobs on.

 

The Regulation will of course have to be interpreted, and it is unlikely, in my opinion as a bloke who wear a wig for money*, to ban modified cars, kit cars, and so forth. If it stops Barry the Chav from doing bummage upon his Happy Shoppa Hatchback POS, all well and good.

 

 

*Yes, I am Danny la Rue, AYCCYFP

[Cavcraft]

I reckon this will just either fizzle out or transpire to be a tempest in a drinking vessel. Just carry on as you were until they tell us otherwise for certain.

[dollywobbler]

Having spent far too much time reading all the documents in detail, the crux of the matter seems to be around Historic vehicles, specifically that they should look and technically be original. So, no rack-and-pinion conversion for your TR2, no disc-brake upgrade for your BMC Farina, no V8 for your anything-that-didn't-already-have-one etc. It doesn't seem to say anywhere that OMG THEY BE BANNED but it does leave you wondering what 'additional testing' will be required.

 

Interestingly, it'd take a pretty dim view of all those companies re-engineering Jag Mk2s and MGBs, but I'm not sure I have a problem with that - if you're effectively building a new car around an old bodyshell and replacing all of the running gear pretty much entirely with completely different stuff, then you've built a new car, NOT restored an old one.

 

Note also that it is proposed to test trailers and caravans as well. Again, perhaps not a bad thing?

 

I still take issue with the Historic angle. There's a world of difference between a Ford Popular Hot rod and a BMC Farina with better brakes.