RangeRoverBreakers
New Member
could it be a hot start fix?
is that connected right into the ecu ??
i have a pollution around 2 when mot testet ..
everlatesparky
Active Member
Only IF they can see it!!
The no dismantling rule is good to hide chips....they fit nicely under battery cover......
My chip is wired directly to ECU loom...solder and heat shrink joints.
Where did you get that info from?
There are to be some changes to the MOT test from 1st January 2012 which are being introduced in response to European Commission Directive 2010/48/EU of the 5th July 2010 and which will effect those with aftermarket HID headlights and remapped ECUs:
4.1.4 Compliance with requirements:
(a) Lamp, emitted colour, position or intensity not in accordance with the requirements
(b) Products on lens or light source which obviously reduce light intensity or change emitted colour
© Light source and lamp not compatible
4.1.5. Levelling devices (where mandatory):
(a) Device not operating.
(b) Manual device cannot be operated from driver’s seat.
4.1.6 Headlamp cleaning device (where mandatory):
Device not operating.
For anyone with a remap, section 6.1.9 may be relevant.
6.1.9 Engine performance:
(a) Control unit illegal modified.
(b) Illegal engine modification.
(by 'illegal', it is assumed that they mean changed/programmed differently from OEM specifications)
There will also be a new check on the general condition of the wiring:
4.11. Electrical wiring
(a) Wiring insecure or not adequately secured.
(b) Wiring deteriorated.
© Damaged or deteriorated insulation
and on the function of airbag and seat belt pre-tensioner systems:
7.1.4. Safety belt Pre-tensioners:
Pre-tensioner obviously missing or not suitable with the vehicle.
7.1.5. Airbag:
(a) Airbags obviously missing or not suitable with the vehicle.
(b) Airbag obviously non-operative.
7.1.6. SRS Systems:
SRS MIL indicates any kind of failure of the system.
Originally Posted by VOSA
The car/light goods vehicle MOT test is about to change – the European Commission has changed the Directive that covers it. We take a look at when these changes are likely to come into effect and what they mean for MOT testers.
Britain has been testing vehicles under the MOT scheme for 50 years now. Last year, the European Directive covering the MOT test was updated and revised by a modern version called 2009/40/ EC. This was then updated by 2010/48/EU, which was ratified on 5 July this year.
The new Directive keeps the EU minimum 4-2-2 test frequency but adds a number of new elements to the British MOT test. The Directive anticipates all test changes being in place by 1 January 2012, and a common European approach to test certificates in place by 1 January 2014. So what is VOSA doing to introduce the changes?
In terms of test frequency, in mid-July the coalition government confirmed that it intends ‘to look at the issue of MOT test frequencies later this year’. VOSA contributed statistical data to inform the last review in 2008, and we expect that our computer system and the data you have entered will be utilised again in much the same way.
We expect to hear more details of the government’s review proposals later in the year.
As far as changes to the test content are concerned, VOSA has already been analysing the requirements of the new Directive and working out how to implement them. We started this earlier in the year by talking with representatives of the MOT trade at our regular Trade User Group and VTS Council meetings. Both VOSA and the Department for Transport (DfT) are keen to ensure that any changes to the test are introduced in as practical a way as possible, keeping the burden on the trade to a minimum and ideally keeping the changes cost neutral.
In many cases, the changes shouldn’t necessarily lead to an increase in average test times. A good example is the malfunction indicator lamps on the dashboard that indicate defective electronic power steering, electronic stability control and secondary restraint systems. Testers already check the dashboard for other lamps, so no extra time would be required for this addition to the test.
Electrical wiring and batteries are now included in the test’s scope, but testers already check the vehicle structure where wiring is secured – often along the same routes as other testable items, such as brake pipes in the engine compartment. So again, this doesn’t look like an additional burden on the tester. In the pre-computerisation days, testers often (wrongly) failed vehicles for insecure batteries, so they must have been looking at them then! Now, it means that when we implement the new Directive, vehicles can legitimately fail for battery insecurity, for no extra tester effort.
Other items – such as headlamp bulb and unit incompatibility, headlamp levelling devices and illegal engine ‘chipping’ – will need further thought before we can get a workable solution for MOT stations.
Some of the new items may require extra effort on the part of the tester – when we know for sure what that is we’ll be talking again with our trade and DfT colleagues to work out what the impact will be.
The common EU test certificate should be relatively easy to achieve – the only data that the Directive expects and that we don’t currently provide is the symbol for the vehicle’s country of origin. Probably 99% of vehicles tested will have
‘UK’ entered here, but if you do test vehicles with a foreign plate, you will need to enter the correct country symbol. We may even be able to make this change earlier if there is a convenient opportunity.
The MOT trade can rest assured that VOSA is working closely with you to introduce any new elements as efficiently and effectively as possible, with the minimum of fuss. Just as importantly, we are also working closely with Siemens to ensure that any system changes due on New Year’s Eve 2011 go smoothly! We should know more by the time the MOT seminars take place – come along and ask the experts.
One of the guys on the MLR is a diesel test engineer and posted up this.....
Quote:
Ecu remaps will not fail an MOT under the new legislation. For one it's far too expensive to buy the equipment necessary to read all the different OEM and Aftermarket ecus. What VOSA are concentrating on are piggyback units and how the are installed.
There has been lots of talk regarding the new items that are going to be included in the annual MOT test from the 01st January 2012.
We have put together this document to put at rest the forum talk over “illegal” ECU chipping.
The EU have put into place a new directive, number 2010/48/EU which is a revised directive of 2009/40/EU. This will come into force as of the 01st January 2012. The items to be included in the annual MOT from this directive are as follows:
Airbag warning lights
MIL lights
Seat belt pre-tensioners
Battery security
Wiring looms
Headlamp bulb and unit incompatibility
Illegal engine 'chipping'
New diesel emission limits for vehicles registered on or after the 01st July 2008
The main subject that has had major discussion is the illegal engine chipping which we will try and explain what the UK might adopt in the process of the inspection during the MOT.
There are some tuning companies that supply tuning boxes that work as a 'piggy' back to the ECU or connected somewhere in the fuel system. These types of tuning boxes will be easy to pick up on the MOT by a Nominated Tester (NT) and will be failed under the new rules.
The other tuning companies that use the OBD to access the ECU to carry out a remap, will be ok when it comes to the MOT as there are no signs of modifications. The only time that this type of tuning will become a problem is if the software that is used is poorly written and clearly has no respect for emissions levels or smoke levels on diesels and will fail the basic emissions tests.
A visual check should be the method of inspection that may be introduced by the Department for Transport (DfT), and the same rule that applies now with regards to 'no dismantling' will still be there. There is however a huge flaw in this, if a car has had a damaged ECU and this has been replaced with obvious signs then this would be classed as a fail. If the ECU is tuned and replaced in the car correctly with all the correct anti tamper bolts this is a pass.
The DfT are also unlikely to introduce any new tool to the MOT to check ECU's via the OBD. Such a tool will be very costly and if brought in will mean an increase in the MOT fee which is currently at £54.85 for class 4 (other fees are different dependant on test class). We would estimate that the test fee would need to go up by 50 - 100% in order to cover costs of the tool and the extra time taken for the test, the logistics of this would also be prohibitive meaning every manufacturer would need to submit their entire database of standard files accessible to a system the DfT would have to develop to check this and service 19000+ outlets. For all these reasons, OBD tuning will not be checked.
Vehicles are built to a type approval standard and when chipped some EU States believe this defeats the object of the approval in regards to emissions. At present the emissions test is only carried out with no load on the engine. The DfT may bring in something to the MOT test to check emissions under load but again this is very unlikely due to the time needed and the NT having to take the vehicle out on a road test.
So in summary.....
Any vehicle that has a remap/chip will and can be failed under new proposals. As long as you have a OBD, chip, direct bench flash remap and no tampering is obvious to the ECU as well as the vehicle passing its emissions test, you will be fine and your beloved vehicle will pass year after year.
If you have bought a plug in tuning box you will find it hard to get an MOT pass as the NT will see it and then fail the vehicle.
4.1.4 Compliance with requirements:
(a) Lamp, emitted colour, position or intensity not in accordance with the requirements
(b) Products on lens or light source which obviously reduce light intensity or change emitted colour
© Light source and lamp not compatible
4.1.5. Levelling devices (where mandatory):
(a) Device not operating.
(b) Manual device cannot be operated from driver’s seat.
4.1.6 Headlamp cleaning device (where mandatory):
Device not operating.
For anyone with a remap, section 6.1.9 may be relevant.
6.1.9 Engine performance:
(a) Control unit illegal modified.
(b) Illegal engine modification.
(by 'illegal', it is assumed that they mean changed/programmed differently from OEM specifications)
There will also be a new check on the general condition of the wiring:
4.11. Electrical wiring
(a) Wiring insecure or not adequately secured.
(b) Wiring deteriorated.
© Damaged or deteriorated insulation
and on the function of airbag and seat belt pre-tensioner systems:
7.1.4. Safety belt Pre-tensioners:
Pre-tensioner obviously missing or not suitable with the vehicle.
7.1.5. Airbag:
(a) Airbags obviously missing or not suitable with the vehicle.
(b) Airbag obviously non-operative.
7.1.6. SRS Systems:
SRS MIL indicates any kind of failure of the system.
Originally Posted by VOSA
The car/light goods vehicle MOT test is about to change – the European Commission has changed the Directive that covers it. We take a look at when these changes are likely to come into effect and what they mean for MOT testers.
Britain has been testing vehicles under the MOT scheme for 50 years now. Last year, the European Directive covering the MOT test was updated and revised by a modern version called 2009/40/ EC. This was then updated by 2010/48/EU, which was ratified on 5 July this year.
The new Directive keeps the EU minimum 4-2-2 test frequency but adds a number of new elements to the British MOT test. The Directive anticipates all test changes being in place by 1 January 2012, and a common European approach to test certificates in place by 1 January 2014. So what is VOSA doing to introduce the changes?
In terms of test frequency, in mid-July the coalition government confirmed that it intends ‘to look at the issue of MOT test frequencies later this year’. VOSA contributed statistical data to inform the last review in 2008, and we expect that our computer system and the data you have entered will be utilised again in much the same way.
We expect to hear more details of the government’s review proposals later in the year.
As far as changes to the test content are concerned, VOSA has already been analysing the requirements of the new Directive and working out how to implement them. We started this earlier in the year by talking with representatives of the MOT trade at our regular Trade User Group and VTS Council meetings. Both VOSA and the Department for Transport (DfT) are keen to ensure that any changes to the test are introduced in as practical a way as possible, keeping the burden on the trade to a minimum and ideally keeping the changes cost neutral.
In many cases, the changes shouldn’t necessarily lead to an increase in average test times. A good example is the malfunction indicator lamps on the dashboard that indicate defective electronic power steering, electronic stability control and secondary restraint systems. Testers already check the dashboard for other lamps, so no extra time would be required for this addition to the test.
Electrical wiring and batteries are now included in the test’s scope, but testers already check the vehicle structure where wiring is secured – often along the same routes as other testable items, such as brake pipes in the engine compartment. So again, this doesn’t look like an additional burden on the tester. In the pre-computerisation days, testers often (wrongly) failed vehicles for insecure batteries, so they must have been looking at them then! Now, it means that when we implement the new Directive, vehicles can legitimately fail for battery insecurity, for no extra tester effort.
Other items – such as headlamp bulb and unit incompatibility, headlamp levelling devices and illegal engine ‘chipping’ – will need further thought before we can get a workable solution for MOT stations.
Some of the new items may require extra effort on the part of the tester – when we know for sure what that is we’ll be talking again with our trade and DfT colleagues to work out what the impact will be.
The common EU test certificate should be relatively easy to achieve – the only data that the Directive expects and that we don’t currently provide is the symbol for the vehicle’s country of origin. Probably 99% of vehicles tested will have
‘UK’ entered here, but if you do test vehicles with a foreign plate, you will need to enter the correct country symbol. We may even be able to make this change earlier if there is a convenient opportunity.
The MOT trade can rest assured that VOSA is working closely with you to introduce any new elements as efficiently and effectively as possible, with the minimum of fuss. Just as importantly, we are also working closely with Siemens to ensure that any system changes due on New Year’s Eve 2011 go smoothly! We should know more by the time the MOT seminars take place – come along and ask the experts.
One of the guys on the MLR is a diesel test engineer and posted up this.....
Quote:
Ecu remaps will not fail an MOT under the new legislation. For one it's far too expensive to buy the equipment necessary to read all the different OEM and Aftermarket ecus. What VOSA are concentrating on are piggyback units and how the are installed.
There has been lots of talk regarding the new items that are going to be included in the annual MOT test from the 01st January 2012.
We have put together this document to put at rest the forum talk over “illegal” ECU chipping.
The EU have put into place a new directive, number 2010/48/EU which is a revised directive of 2009/40/EU. This will come into force as of the 01st January 2012. The items to be included in the annual MOT from this directive are as follows:
Airbag warning lights
MIL lights
Seat belt pre-tensioners
Battery security
Wiring looms
Headlamp bulb and unit incompatibility
Illegal engine 'chipping'
New diesel emission limits for vehicles registered on or after the 01st July 2008
The main subject that has had major discussion is the illegal engine chipping which we will try and explain what the UK might adopt in the process of the inspection during the MOT.
There are some tuning companies that supply tuning boxes that work as a 'piggy' back to the ECU or connected somewhere in the fuel system. These types of tuning boxes will be easy to pick up on the MOT by a Nominated Tester (NT) and will be failed under the new rules.
The other tuning companies that use the OBD to access the ECU to carry out a remap, will be ok when it comes to the MOT as there are no signs of modifications. The only time that this type of tuning will become a problem is if the software that is used is poorly written and clearly has no respect for emissions levels or smoke levels on diesels and will fail the basic emissions tests.
A visual check should be the method of inspection that may be introduced by the Department for Transport (DfT), and the same rule that applies now with regards to 'no dismantling' will still be there. There is however a huge flaw in this, if a car has had a damaged ECU and this has been replaced with obvious signs then this would be classed as a fail. If the ECU is tuned and replaced in the car correctly with all the correct anti tamper bolts this is a pass.
The DfT are also unlikely to introduce any new tool to the MOT to check ECU's via the OBD. Such a tool will be very costly and if brought in will mean an increase in the MOT fee which is currently at £54.85 for class 4 (other fees are different dependant on test class). We would estimate that the test fee would need to go up by 50 - 100% in order to cover costs of the tool and the extra time taken for the test, the logistics of this would also be prohibitive meaning every manufacturer would need to submit their entire database of standard files accessible to a system the DfT would have to develop to check this and service 19000+ outlets. For all these reasons, OBD tuning will not be checked.
Vehicles are built to a type approval standard and when chipped some EU States believe this defeats the object of the approval in regards to emissions. At present the emissions test is only carried out with no load on the engine. The DfT may bring in something to the MOT test to check emissions under load but again this is very unlikely due to the time needed and the NT having to take the vehicle out on a road test.
So in summary.....
Any vehicle that has a remap/chip will and can be failed under new proposals. As long as you have a OBD, chip, direct bench flash remap and no tampering is obvious to the ECU as well as the vehicle passing its emissions test, you will be fine and your beloved vehicle will pass year after year.
If you have bought a plug in tuning box you will find it hard to get an MOT pass as the NT will see it and then fail the vehicle.
that i can do can i destroy anything by disconnect it
no a tuning box goes in between the engine and the ECU, taking information from the ECU altering it, then sending it out to the engine.
imagine the engine sending out a signal of 1, the tuning box adds it's little bit and sends the engine 1.25
removing it will just revert it back to standard.
imagine the engine sending out a signal of 1, the tuning box adds it's little bit and sends the engine 1.25
removing it will just revert it back to standard.
