Robin
Hoods can pass the SVA! – Mine did…
SVA test
was on
My kit was
purchased on
Two
problems encountered beforehand. The speedo stopped
working halfway to the test centre and (more seriously) petrol was pouring out
of the hole for the sender unit (note that the petrol tank has to be FULL for
the SVA test – can I suggest that you only NEARLY fill it to prevent this
problem) I had to drive around quickly for five minutes to reduce the level in
my tank. This problem has since been solved with some 12mm foam obtained from a
gasket manufacturer – and it is petrol resistant! I have since had a
large steel ring machined which bolts through the top of the tank and the
sender unit is bolted to this (very level) surface.
SVA tests
seem to start with the examiner wandering around the vehicle simply
‘getting a feel’ for the whole thing. General things are then
tested like wipers, washers, DEMISTERS, rear fog light warning light (brake
fluid level switch wasn’t tested BUT I had discussed this with the
examiner a few weeks before) Seat belts were pulled, mountings checked, seats
wiggled and pulled (not too hard) and the engine compartment was scrutinised. I
had fastened all cables and brake pipes about every 150mm with sticky cable
clips obtainable from good electronics suppliers. Questions were asked about
newness of braking system followed by a wry smile and then I was told to put
the bonnet back on.
Now begins
the REAL test. Drive car over the (very l o n g and deep) HGV
inspection pit onto swivel plates so that steering can be checked. Note
that Hoods with cycle wings may well have a fouling problem on roll-bars
– make sure that you have clearance (I did) Examiner asked me to pull on
the handbrake a number of times and also press the brake pedal whilst he
checked flexible pipes.
First the
wheelbase was marked on the floor in chalk and I had to help measure this (by
holding the end of a tape) Now the weighing. This
utilises the latest in technology (honest) a portable electronic weighbridge
using a ramped sensor for each wheel. Take care not to drive off the other
end… Complete with petrol and all fluids my Hood weighed in at 719kg. The
driver is also weighed!!! Possibly looking for overweight Hoodies?
EXHAUST
EMISSION TEST – OH NO! My car has a NEW Weber carb
and the initial measurement of CO was 7.9% SH*T. Examiner suggested (!) that it
would need to be adjusted but I insisted that we leave it for a little longer
– I knew that the carb had been set
approximately correctly and I was well justified – the level came down
and down until it reached 3.99% at which point the examiner printed out a copy.
Hydrocarbons were 126ppm. During the test make sure that the temperature
indicated on the computer readout has risen to something reasonable (mine started
at 50C and was read at 90C) before making any
adjustments. We waited about five minutes at tickover
for this to be achieved.
NOISE TEST
– BU**ER! The limit is 101dba. Mine was a standard RHE exhaust system and
registered 91.6dba – I didn’t argue at all. Having spent a lot of
time 20 years ago going through rally noise checks in Coooper
‘S’ and Escort Twin Cams I didn’t simple rev to 3,500rpm
(this may vary from centre to centre) but squeezed the accelerator VERY SLOWLY
to reach this level – this allows the meter to stabilise gradually and
doesn’t give any spurious readings. The test was conducted in a large
parking area with a strong breeze blowing (this can be VERY helpful if in the
right direction)
HEADLIGHT
ALIGNMENT – I was given a FAIL on the refusal sheet for this one (THE
ONLY FAIL OF THE TEST !!!! do they have something to
prove???) My headlights were pointing too high and so we adjusted them on the
spot (as did the majority of all the HGV drivers that day) and they were
passed.
BRAKE TEST
– Note that this is a MAJOR part of the test and took about 30 mins. Both axles are checked on a rolling brake including
the handbrake. Both axles are then tested with a pressure testing device
attached to MY foot. It’s bloody heavy and VERY wide. I kept pressing the
brake and accelerator pedals at the same time. The examiner agreed on a variety
of pressures after calibrating his brake dyno at
wheel lock. My pressures were 10, 20, 30,40 &
50psi. I had to press the brake pedal to each pressure on each wheel and axle
whilst braking efficiency was checked and then printed out. A couple of my
figures were ‘adjusted’ or fudged because the rear brakes were
showing more efficiency that XR4x4 vented disks at the front (only at the 10
& 20psi levels) We agreed that a higher pressure range should have been
chosen….
Now for the mirror view test. My interior mirror was Sierra
so that was o.k. Exterior mirrors were nondescript
END OF
TEST – BUT HE NEVER SAID THAT IT HAD PASSED. He simply said that he had
to complete the paperwork and put some figures into ‘the computer
program’ I had to wait about 20 mins after
which time I was presented with my MAC and congratulated on the quality of the
vehicle – WOW.
After
presenting the MAC plus insurance to the local VRO I was given a road fund
licence and the MAC was sent to
I know
that my car had a number of exemptions but I did ask the examiner about this
and here are a few pointers:-
-
I put edging strip around
my cycle wings (the examiner suggested that they would pass the SVA but
not always Police scrutiny)
-
Edging strip around
exposed chassis under headlights
-
My car was fitted with
front indicators on stalks attached to the nosecone (no problem with
viewing angles) TOMOS mopeds have these incl. 12v bulbs.
-
My bonnet clips would
have failed if these weren’t exempt.
-
I changed the six
steering wheel mounting screws for BUTTON HEADED SS screws. The radius of
these is about 5mm.
Before I
applied for my SVA I contacted the VI centre and spoke with the examiner for
about two hours asking various questions and explaining what I had done. One
question was about exterior mirrors and being able to be knocked out of
position and E markings (which were difficult to obtain) The
examiner agreed that the general rule about external mirrors didn’t apply
because they weren’t OUTSIDE the line of the vehicle. He had a look at
the mirrors I had and said they would be o.k.
We also
discussed the collapsible nature of the steering column and the mounting of the
rack. We agreed that there were enough collapsible elements to be considered
safe. I discussed the GRP nosecone and explained that this was a collapsible
structure together with the monocoque tub of the
engine compartment – we agreed on this point after a few rough sketches
were made.
I suggest
that everyone going for SVA should talk through potential problems with THE examiner
– take along an SVA manual (to look efficient – don’t forget
Bull***t baffles brains) Make sure that you can refer to sections and page
numbers with your queries.
john_warriner@yahoo.com
Voice no. 01482-471140
at any reasonable time after
Note. I
informed the examiner about the speedo breaking BUT
had already sent the Declaration by RHE about accuracy of the speedo with standard driveline. The speedo
was NEVER tested nor questioned.
I had a
bottle of Champagne ready (but just in case it failed it was also my wedding
anniversary)
Regards,
John
Warriner
