Changing Wheel diameter…..

Why can't I have bigger wheels? 

Well you can sir, but they must meet the modification guidelines (VSI No 8). 

But it will handle better with big wheels!! 

Well it might, but it might be worse. 

Rubbish, with all that extra rubber it must stop and steer better! 

Actually if the wheels are taller than standard, the brakes will have to work harder to stop the vehicle. 

Why is that? 

Its all about leverage. The brakes are trying to stop the wheel from turning. The amount of energy they can dissipate is related to how big the brakes are, how hard they are applied and how well they get rid of the heat. How hard they have to work depends on the how much force in the form of the road pushing the wheel around they have to resist. 

What difference does a taller wheel make? 

A taller wheel gives the road more leverage to fight against the brakes. 

So all I have to do is press harder on the brakes? 

That's OK for normal driving if the change is very small. However, in some cases you might not be able press the brake pedal hard enough to stop the vehicle fast enough in an emergency. 

What about my 4WD, I need big wheels to get through the ruts? 

If you put the taller wheels on then you have effectively done a brake modification. In that case you will need an engineer's report. The engineer will tell you what other changes need to be made so the brakes will work properly again. 

At least the big wheels will make it handle better!! 

Perhaps! But only if you consider.......and the story goes on and on. 

LVT-RWC & ICV

Engineer's Reports

Despite information provided in previous issues of Testing Times the Vehicle Safety Branch still receives many enquires and complaints from members of the public regarding requests by LVTs for Engineer's Reports. It is claimed that the LVT will not issue a certificate or even inspect some vehicles until an Engineer's Report is provided. 

An Engineer's Report is a technical assessment report issued by an appropriately qualified engineer to certify that a modified or imported vehicle has been inspected, that all modifications have been carried out and completed in accordance with recognized standards and codes of practice and that the vehicle in its modified form continues to comply with the Standards for Registration. 

A Roadworthiness Certificate is as set out in Vehicle Standards Information (VSI) 26. In other words it is a basic safety check that the vehicle is fit for use on the road. 

A RWC is not a certificate of compliance with the Standards for Registration. 

An Engineer's Report may be required by VicRoads or a Police Officer (not an LVT) as evidence of compliance with the Standards for Registration when a modified or imported vehicle is presented for registration or change of description. 

An Engineer's Report or other evidence of compliance should only be requested by the LVT where the quality of the modification or repairs (particularly structural repairs) are judged to be below an acceptable standard. However in most of these situations if sub-standard workmanship or worn or damaged components is apparent (e.g. cracked welds, binding steering, misaligned engine or drive line etc) then it is more appropriate to issue a rejection report than ask for an Engineer's Report. If the owner disputes this rejection then they can try and get a Engineer's Report to prove you wrong. 

Remember an Engineer's Report won't fix the problem and can put the owner to a lot of cost. 

An Engineers Report is appropriate where the problem can only be fixed by redesigning and/or manufacturing special replacement parts. 

Previous article referred to:

What are engineer's reports? 

These are documents produced by professional Mechanical Engineers which describe the design elements of a vehicle. They are used by VicRoads to determine if a vehicle is acceptable for registration or to see if modifications have been carried out satisfactorily. 

What effect do they have on roadworthy checks ? 

* If the vehicle has been imported and is not yet registered, VicRoads may require an engineer's report before it is registered. This will certainly be the case if a steering conversion has been performed. In these cases the roadworthy inspection should be the last thing that is done to make sure that any work does not affect the roadworthiness of the vehicle. 

* If the vehicle is registered but has had an engine swap, brake modification or similar, then the tester does not have to worry about the engineer's report unless something looks wrong, for example cracked welds, steering binding or a misaligned engine. 

* If the vehicle has been repaired after an accident (perhaps a Acut and shut@) an engineer's report is not normally required and should not be asked for. Where major repairs have been done and you are unhappy about their quality you can ask for a statement from the owner or manager of a recognised panel shop. A copy of a suitable accident damage repair report is attached. You could give your customer a cof this and say you will not issue a RWC until it is completed. You do have the right to protect yourself. 

Clunkers to be Destroyed…...

Been doing a lot of research into legislation regarding Vehicles on our roads.

Road Safety Standards
Australian Deign Rules 2,3
Roadworthy Certificate Inspection
ICVs - Independent Customised Vehicles
Street Rods

ETC, ETC, ETC.


What I have come across is an underlying subtext, or blatant claim hat older vehicles should be off the road and destroyed!

In most cases the roadworthiness certificate you issue will be used to enable a change in ownership. But there comes a time when it is simply not economical to maintain an older car in a fit state for use on our roads. Maybe many more of these older cars should be simply scrapped rather than having their problems passed on [via a low standard RWC inspection] to someone else who is probably even less financially capable of keeping the car in a safe condition.

Several times the term "CLUNKER" has been used in documentation relating to a vehicle simply due to it's age.  One policy that was touted and may still be being planned said an older vehicle is classified a Clunker due to its higher fuel consumption even if in perfect condition and if traded in should be destroyed……

I should have keep note of more reference to post

I am amazed at this destruction of motoring history…. I understand that older and unsafe vehicles should be off the road for everyones safety, but if all older vehicles are destroyed there will be no place for spare parts or restoration vehicles. Not many people will want to have older project vehicle for daily driving so most will be on limited use club plates.

Between natural attrition, Roadworthy certs, and Registration requirements should this not keep the "Oldies but Goodies" on the roads and the junk in the back shed with out destroying already limited resources?





Here is a letter addressing the issue from a large Enthusiast Body:

CASH FOR CLUNKERS

 

AUSTRALIAN HISTORIC MOTORING FEDERATION Inc.

GPO Box 2862

Canberra ACT 2601

Tell Fax (02) 9599 3726

27th July 2010

Ms Rondah Rietveld

The Prime Ministers Senior Adviser

Australia Labor Party

By E-mail

CANBERRA ACT

Dear Ms Rietveld,

Re: Cash For Clunkers

The Australian Historic Motoring Federation (AHMF) represents some 100,000 members across the country with our interest firmly centred on the preservation of and use of historic vehicles.

Our members are proud to maintain Australia's largest moveable museum, at little cost to the Government of the day. The State governments acknowledge our efforts by providing relief to us in the way of reduced registration costs that recognise the limited usage of these vehicles.

We are proud of our efforts and use our vehicles to assist local charities by conducting displays and other events in order to raise much needed funds for those charities. We attend street parades and support the various ANZAC Day parades through the country to transport our Veterans and returned Servicemen so that they can participate. Plus we are involved in Australia Day activities and much much more. We hold special events and place our vehicles on display as a mobile museum to inform the younger generation of our past. Additionally, we add $80 million annually to the Australian economy to assist businesses with our spending ranging from repairs and maintenance to accommodation during the events that we hold/attend across the country.

We have read with interest the recent policy of your Party in regard to "Cash For Clunkers". Essentially we agree with the concept of removing older and unsafe vehicles from our roads and we also applaud the initiative to assist people to own a new more efficient vehicle.

However we do not support:

1. labelling of all pre 1995 cars as gas guzzlers and therefore unsafe

2. crushing vehicles traded in under this scheme

3. the view that by removing these vehicles the energy spent to replace them will have a large effect on the environment

Our reasoning is as follows: 

I. The majority of our vehicles have been restored to as near as possible to their original specifications. Those that aren't restored are at least maintained to a high standard to ensure safe operation. While it is acknowledged that fuel consumption was not a consideration when they were built, by the very nature of restricted registration, they are used on a limited basis. 

2. The crushing of the traded vehicles is likely to see vehicles of historic significance destroyed. As well as their historic value, these vehicles are also likely to provide a source of spares that will ensure that the current range of vehicles are able to be maintained.

3. We question the likely energy savings to be realised because the limited usage of these vehicles would be very unlikely to offset the energy that expended to crush them.

We request that you clarify this matter by public statement to the members and general public that this offer is being made for vehicles that are not part of Australia's motoring history movement and it is not intended to label our vehicles as gas guzzlers and unsafe.

We are able to offer a selection of suitable vehicles if required when making your announcement.

Further, we offer our assistance to work with your policy advisers to define a clear policy that will remove the "clunker" off the roads, whilst maintaining the integrity of Australia's moveable history.

Please contact me for any assistance that the AHMF can provide to you.

Yours sincerely,

Neil Athorn

President

Australian Historic Motoring Federation

Ph: 0408033839

Road Safety (Vehicles) Amendment (Club Permit) Regulations 2010

Road Safety (Vehicles) Amendment (Club Permit) Regulations 2010

S.R. No. 116/2010

http://www.federation.asn.au/VicRoads/Vic%20Roads%20Club%20Permitsr.pdf

Second Edition ADRs 1 January 1969 VALID or NOT?

Second Edition Australian Design Rules

Related Links
Australian Design Rules
Australian Design Rule Development Program and Public Comment
Australian Design Rules on CD-ROM Subscription/Purchase
Second Edition Australian Design Rules
Third Edition Australian Design Rules
Vehicles & the Environment

The Second Edition Australian Design Rules (ADRs) are national standards for vehicles that first came into effect on 1 January 1969 as endorsed by the then Australian Transport Advisory Council (ATAC). The ATAC recommended the Second Edition ADRs to the Commonwealth, State and Territory Governments for vehicles being supplied to the Australian market. The Second Edition ADRs only applied to vehicles manufactured from 1 January 1969 onwards and were selectively applied by each state and territory. From the time of 1 July 1988 onwards, the Second Edition ADRs were increasingly superseded by the Third Edition ADRs.

For vehicles manufactured up until July 1989, the application of the ADRs is the responsibility of the state and territory governments. Vehicle users should consult with their state or territory transport authority for the Second and Third Edition ADRs that apply to these vehicles.

For vehicles manufactured after July 1989, the application of the ADRs is the responsibility of the Australian Government under the Motor Vehicle Standards Act 1989. Vehicle users should consult with this department for the Second and Third Edition ADRs that apply to these vehicles.

Do we require Indicators??

Direction Turn Signal Lamps [PDF: 245 KB] 6 1 Jan 1973  ---- Motorcycles N/A
Direction Turn Signal Lamps [PDF: 239 KB] 6a 1 Jul 1981   ---- Motorcycles N/A

According to the above ADRs no we don't! to pass engineering you need to comply with ADRs or (equivalent special interest standards)

Here is where it gets interesting to get a RWC
[img]https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWba0UmBjM0nHfwT4tTLWuIb7Jitv6cYtn78THJiLRVXkYUUcp3oGf4D2NvHMJz3J3y9OpC7Rt3y9foqzxFwYXo9MDTh7cr02P8t-vXmx6uIOk_msAA9EmG-MUidMEkJR7YSkfN8sQiqNj/s1600/IMG_0565.JPG[/img]
Anything post June 1975 does now require indicators.


By the way, what is schedule 8 (RS(V)R's)??????   Not Easy to find!
Road Safety (Vehicle) Regulations YEAR??- SCHEDULE 8

In this Schedule- RS(D)R means the Road Safety (Drivers) Regulations 2009;
RS(TM)R means the Road Safety (Traffic Management) Regulations 2009;
RS(V)R means the Road Safety (Vehicles) Regulations 2009;
RR means the Road Safety Road Rules 2009;
RSA means the Road Safety Act 1986;
TCMA means the Transport (Compliance and Miscellaneous) Act 1983.

What are they for…..well they are the infringements/citations used to book you and gather revenue. These came in to effect in 1999 and revised in 2009
legislation.vic.gov.au 99-054sr.pdf

Division 11—Direction indicator lights

101. Direction indicator lights on motor vehicles
(1) A motor vehicle with 4 or more wheels that was built after August 1966 or a left-hand drive motor vehicle must have—
(a) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and
(b) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.
(2) [b]A motor vehicle with less than 4 wheels that was built after June 1975 must have—
(a) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and
(b) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.[/b]
(3) A motor vehicle that is not required to have direction indicator lights may have—
(a) 1 or more pairs of direction indicator lights that are visible from both the front and rear of the vehicle; or
(b) both—
(i) a pair of direction indicator lights fitted on, or towards, its front that face forwards; and
(ii) a pair of direction indicator lights fitted on, or towards, its rear that face backwards.

Goes on further about director, position, and operation of indicators.

I have been told that ADRs trump any local state regulations, so technically you only need to meet ADRs..or state legislation where there are no relevant ADRS. That came about from a discussion of NSW police book bikes off the showroom floor and slapping defect notices on them and it was deemed the bikes did meet ADRs and the state rules used for the defects were over ruled.  Accuracy of this is still to be determined by you.

Real Question is what do we actually have to comply with and who can tell us????

May be of benefit to check these:
Motorcycle And Moped Noise [PDF: 551 KB] 39 1 Mar 1985
Motorcycle Noise [PDF: 959 KB] 39a 1 Mar 1988

ICV VS Modified Vehicle

In terms of a Motorbike…… My understanding is if the frame has previously been registered in Australia and has a number stamped on the neck along with a compliance plate. As long as those two items are intact it is deemed a modified vehicle.

A modified vehicle must comply with the original year of compliances ADRs. Usually the year of manufacture but not always. I got caught here as my bike is a 1976 according to the manufactures list of numbers, however it is listed as a 1978 according to it's compliance plate.  Maybe we got the old superseded models dumped on Aussie showrooms back in the 70's.

If you have a complete new frame then it is deemed and ICV and most comply with the year of COMPLETION and TESTINGS ADRs!  So you could get caught out if your build takes too long and ADRs get changed.


There seems to be a lot of misinformation circulating on what is or isn't required what is legal and not so much.

The reasons being are partly due to the information changing over time, being only relevant in certain circumstances and having exemptions. Being open to authorities interpretations, or being written for cars etc and attempting to be applied to bikes.  Also the boys in blue only get something like a 3hr training session on this so often can't be expected to know the specifics in depth. They have a lot of law to try and remember.

Best advice when dealing with the police, RWC assessor,  or any other relevant body is to know your shit better than they do and have printed laminated copies of the rules specific to your build that maybe questioned tucked up in your tool roll.  At the first sign of debate rip out said papers and end the debate on the spot and put whoever is questioning the legitimacy of your mods back in their box.

Vehicle Standards Bulletin 14 (VSB 14)

LINK to VSB Source

National Code of Practice for Light Vehicle Construction and Modification (NCOP)

The National Code of Practice for Light Vehicle Construction and Modification (VSB 14) has been prepared by members of the Australian Motor Vehicle Certification Board Working Party in consultation with industry, user groups, government agencies and individuals with an interest in modifying light vehicles and/or building individually constructed light vehicles (ICVs).
VSB 14 is a "live" document and will continue to be revised and updated as required.
The documents listed below form Version 2 of VSB 14 and are now available for free download in PDF format.
VSB 14 essentially provides the technical requirements that need to be met when modifying or constructing a vehicle. It does not cover the administrative requirements of each State and Territory.
Administrative requirements include, but are not limited to:

• Registration processes;
• Fees for processes such as registration, issue of temporary permits, vehicle inspections; applications for approval to modify, applications for exemptions etc.;
• Determination of the date of manufacture for Individually Constructed Vehicles;
• Processes for submitting applications; and
• Administration and management of modification schemes including the administration of signatories.

The Preface and Introduction to VSB 14 provide the necessary background information to assist users in understanding how VSB 14 is administered by the Registration Authorities across Australia. Understanding and following these requirements reduces the likelihood of having a vehicle rejected by a Registration Authority.
Prospective constructors or modifiers should contact the Registration Authority in the jurisdiction in which a vehicle is to be registered or modified, to determine the most up to date information about the administrative arrangements that may be in force.
Where a jurisdiction is unable to nationally recognise an element of VSB 14, the individual difference/s are highlighted within VSB 14. In these instances, users should contact the responsible Registration Authority for further advice.

VSB 14 Documents

• NCOP1 Preface V2 01Jan2011 [PDF: 83 KB]
• NCOP2 Introduction V2 01Jan2011 [PDF: 142 KB]
• NCOP3 Section LA Engine V2 01Jan2011 [PDF: 218 KB]
• NCOP4 Section LB Transmission V2 01Jan2011 [PDF: 131 KB]
• NCOP5 Section LG Brakes V2 01Jan2011 [PDF: 180 KB]
• NCOP6 Section LH Body Modifications V2 01Jan2011 [PDF: 993 KB]
• NCOP7 Section LK Seating and Occupant Protection V2 01Jan2011 [PDF: 1729 KB]
• NCOP8 Section LL Motorcycles V2 01Jan2011 [PDF: 281 KB]
• NCOP9 Section LM Fuel Systems V2 01Jan2011 [PDF: 243 KB]
• NCOP10 Section LO ADRS ICVs V2 01Jan2011 [PDF: 814 KB]
• NCOP10A LO1-3 ICV Checklist V2 01Jan2011 [PDF: 144 KB]
• NCOP10B LO1-4 ICV Checklist V2 01Jan2011 [PDF: 122 KB]
• NCOP10C LO7 ICV Motorcycle Checklist V2 01Jan2011 [PDF: 193 KB]
• NCOP10D LO1-2 Second Edition ADRs Checklist V2 01Jan2011 [PDF: 127 KB]
• NCOP11 Section LS Suspension and Steering V2 01Jan2011 [PDF: 1319 KB]
• NCOP12 Section LT Test Procedures V2 01Jan2011 [PDF: 564 KB]
• NCOP13 Section LV Alternative Power Units V2 01Jan2011 [PDF: 90 KB]
• NCOP14 Guidelines Electric Drive V2 01Jan2011 [PDF: 307 KB]
• NCOP15 Trike Guidelines V2 01Jan2011 [PDF: 781 KB]
• NCOP15A LEM Trike Checklist V2 01Jan2011 [PDF: 139 KB]
• NCOP15B LEP Trike Checklist V2 01Jan2011 [PDF: 146 KB]
• NCOP16 Section LZ Appendices V2 01Jan2011 [PDF: 437 KB]
• NCOPC1 Cover Page VSB14 V2 01Jan2011 [PDF: 357 KB]
• NCOPC2 Cover Page Guidelines Electric Drive V2 01Jan2011 [PDF: 972 KB]
• NCOPC3 Cover Page Trike Guidelines V2 01Jan2011 [PDF: 386 KB]

Queries regarding VSB 14 should be directed to your local Registration Authority.

Motor Bike ICV

Some take outs for ICV Bikes:
The procedure for ICV bike certification is the following:
Consult VASS Signatory (Engineer) regarding your ICV project (fill the vehicle details form)
Perform complete ADR’s inspection of the completed bike.
Perform brake test (as per section LG of VSB14)
Perform noise test (limit 94 dB(A))
Upon completion of inspections & testing, an engineer report will be issued and send to VicRoads in order to obtain a VIN.
VIN issued and stamped on bike
Bike registered with engineer report.

The list of ADR’s applicable to 2012 ICV bike (LC Category):

ADR 6/00 Direction Indicators 
ADR 14/02 Rear Vision Mirrors
ADR 18/03 Instrumentation
ADR 19/02 Installation of Lighting and Light Signalling Devices on L-Group Vehicles
ADR 33/00 Brake Systems for Motor Cycles and Mopeds
ADR 42/04 General Safety Requirements
ADR 43/04 Vehicle Configuration & Dimensions
ADR 47/00 Retro reflectors
ADR 51/00 Filament Lamps
ADR 53/00 Front and Rear Position Lamps, Stop Lamps, Direction Indicators and Rear Registration Plate Lamps for L-Group Vehicles
ADR 55/00 Headlamps for Motor Cycles
ADR 57/00 Special Requirements for L-Group Vehicles 
ADR 61/02 Vehicle Marking
ADR 83/00 External Noise


Definitions:
VSB 14 definition:
‘An ICV is not a production vehicle; rather it is manufactured as a one-off vehicle. If 3 or more ICVs are manufactured by a person in a 12 month period VSB 14 does not apply to these vehicles. These vehicles are subject to the vehicle certification procedures under the Motor Vehicle Standards Act. Vehicles manufactured on a commercial basis are not ICVs.
An ICV may be composed of parts from one or more Production Vehicles. The parts do not
need to be new.
ICVs include certain kit cars and certain production vehicle replicas that have been assembled in accordance with the production limitations mentioned above.
An ICV should comply with the ADRs applicable to its date of manufacture. Each Registration Authority will determine the date of manufacture of an ICV. It is important that prospective builders discuss this issue with the appropriate jurisdiction before commencing a project.’
VicRoads definition:
‘An ICV means a vehicle based on a floor pan or chassis which is neither taken from, nor an original replacement part for, a Recognised Production Vehicle. An ICV is considered to be a new vehicle even if some of the components used in its construction may have been derived from Recognised Production Vehicles’
‘In Victoria, one ICV per individual may be approved per calendar year. A turn key motor vehicle cannot be treated as an ICV’
Date of Manufacture:
‘The construction of an ICV is often a long term project. In Victoria, an ICV’s date of manufacture (Month/Year) may be dated back to the date construction actually commenced up to a maximum of 3 years before the date of issue of the VASS certificate provided by the VASS Signatory retains documentary evidence of the date construction commenced’.