Discussion
Took the 450 for its MOT this morning....same garage as the last 7 years but new tester....wonder if he's done a Chimaera before I think.....garage manager asks me to stand outside the garage whilst test in progress so I go outside and check some emails. Tester comes out with the keys, looks up and down the sides of the car...."where's the door handle mate?" so I show him, short while later...."how'd I get out mate?"....then he couldn't start it so I showed him the ignition on press the fob technique. Short while later I see him sit in the car, door open and press the fob, doors try to lock then give up cos the driver's is open, hazards flash in an unusual pattern and then flash intermittently. What's going on here I wonder, is it armed or not ? He starts the engine...obviously not, then the siren goes off and the hazards start flashing....but the engine is still running ! What the heck has he done here ? Ha ha.
Engine off, I disarm the alarm, then it won't fire....oh no not the so-called "hot start" issue ?! But for the first time, it didn't need to wait 20mins but only around 10 seconds, which was a relief. After that, I just told them to leave it running !
Then there was amusing intensive search for the number plate lamps.
In the end, they asked me to hop in the car and help them out with the rest of the tests.
Great guy though and looked after the car well. Plus they are always happy to take it out on the road with one of those accelerometer devices rather than risk my LSD on the brake tester.
And yes, it passed (yippee!) although he did comment that the handbrake was s##t! But 20% of full scale is higher than the required minimum of 16% so OK....just.
Engine off, I disarm the alarm, then it won't fire....oh no not the so-called "hot start" issue ?! But for the first time, it didn't need to wait 20mins but only around 10 seconds, which was a relief. After that, I just told them to leave it running !
Then there was amusing intensive search for the number plate lamps.
In the end, they asked me to hop in the car and help them out with the rest of the tests.
Great guy though and looked after the car well. Plus they are always happy to take it out on the road with one of those accelerometer devices rather than risk my LSD on the brake tester.
And yes, it passed (yippee!) although he did comment that the handbrake was s##t! But 20% of full scale is higher than the required minimum of 16% so OK....just.
Having been around vintage & veteran stuff for many years I have a few on this one.
Mostly you end up with a tame tester that understands the special requirements of an old relic, but every now and again you get the new guy.
Mostly you end up with a tame tester that understands the special requirements of an old relic, but every now and again you get the new guy.
- 1911 Renault - Tester asks how do I turn the headlamps on - I hand him a box of Swan vester matches
- 1923 Morris Bullnose Oxford - Tester asks , "Wipers?" - I hand him the Chamois sponge in glove box
- 1927 4 1/2 Bentley - Tester says the brake pedal is interfering with the throttle - I remind him it's a central throttle
- 1932 Talbot 105 - Tester & I take it out with the Tapley meter, looks over at me & says he's put it in second but it won't go into gear - I tell him to operate the left pedal, he insists he used the clutch, I say its not a clutch, he hits the pedal again and BANG we are is second
- Anything with rod breaks - Tester says "shall we just pass again this year?" - I say, Ok if you're happy with that
I've only ever tested one TVR, can't remember what model it was but if I say I wasted about 20 minutes in vain trying to find out where the bonnet release was you may know. Everything else was pretty straight forward but I was amazed at how crude and basic they are for what I thought was a top end car. 
ChimpofDarkness said:
Having been around vintage & veteran stuff for many years I have a few on this one.
Mostly you end up with a tame tester that understands the special requirements of an old relic, but every now and again you get the new guy.
I always have fun with the old ones. Mostly you end up with a tame tester that understands the special requirements of an old relic, but every now and again you get the new guy.
- 1911 Renault - Tester asks how do I turn the headlamps on - I hand him a box of Swan vester matches
- 1923 Morris Bullnose Oxford - Tester asks , "Wipers?" - I hand him the Chamois sponge in glove box
- 1927 4 1/2 Bentley - Tester says the brake pedal is interfering with the throttle - I remind him it's a central throttle
- 1932 Talbot 105 - Tester & I take it out with the Tapley meter, looks over at me & says he's put it in second but it won't go into gear - I tell him to operate the left pedal, he insists he used the clutch, I say its not a clutch, he hits the pedal again and BANG we are is second
- Anything with rod breaks - Tester says "shall we just pass again this year?" - I say, Ok if you're happy with that
I had to take the 1916 ford racer to a deferent place once. I spent 5 min trying to explain that it didnt need a horn, because you wouldn't hear it over the engine.
(90deg and 150cm from the exhaust it reads 119 decibels at tickover)
TJC46 said:
Should we be having some kind of special brake test because the car has a limited slip diff?
Yes .....LSD's dislike having one wheel held stationary whilst the other is spinning.mainly as the car could possibly jump out of the rollers whilst being tested but in general .....Certain vehicles should not be tested on a roller brake tester, eg vehicles with
More than one driving axle permanently engaged
Limited-slip differential
Belt-driven transmission
Brakes for which the servo operates only when the vehicle is moving
These vehicles should be tested using a properly calibrated and maintained decelerometer or a plate brake tester designated as acceptable for the statutory tests
Edited by rigga on Monday 3rd September 21:37
The first time I took the TVR for a test, I was a little surprised that the two testers drove it away part way through the test. I didn't know about not testing LSDs on the rollers, but they obviously knew. I always check when booking it in now.
I think that testing station was familiar with TVRs, because the tester came to check which button was the boot release. As he said, you never know what the buttons are wired up to do on some of these cars!
I think that testing station was familiar with TVRs, because the tester came to check which button was the boot release. As he said, you never know what the buttons are wired up to do on some of these cars!
haircutmike said:
Top tip.
Put MOT man in the passenger seat with the deacceleration gadget, owner drives and gently squeezes the brake peddle during the handbrake test!
Just as well those footwells are dark and long!
Ha ha, yes I've done that before once and felt that the guilt was surely showing right across my face, lol. This time the guy wanted to drive. Who can blame him, it is a TVR after all ! And it passed anyhow....just. He did mutter something about it being dual circuit or something, which affects the test score that can be used ? Not sure what he meant but I just agreed as it seemed to be a positive thing !Put MOT man in the passenger seat with the deacceleration gadget, owner drives and gently squeezes the brake peddle during the handbrake test!
Just as well those footwells are dark and long!
Edited by taylormj4 on Tuesday 4th September 11:19
ChimpofDarkness said:
Having been around vintage & veteran stuff for many years I have a few on this one.
Mostly you end up with a tame tester that understands the special requirements of an old relic, but every now and again you get the new guy.
Loved reading this. A tester that is interested in cars would love to see one of these turn up but I can imagine others just panic, ha ha.Mostly you end up with a tame tester that understands the special requirements of an old relic, but every now and again you get the new guy.
- 1911 Renault - Tester asks how do I turn the headlamps on - I hand him a box of Swan vester matches
- 1923 Morris Bullnose Oxford - Tester asks , "Wipers?" - I hand him the Chamois sponge in glove box
- 1927 4 1/2 Bentley - Tester says the brake pedal is interfering with the throttle - I remind him it's a central throttle
- 1932 Talbot 105 - Tester & I take it out with the Tapley meter, looks over at me & says he's put it in second but it won't go into gear - I tell him to operate the left pedal, he insists he used the clutch, I say its not a clutch, he hits the pedal again and BANG we are is second
- Anything with rod breaks - Tester says "shall we just pass again this year?" - I say, Ok if you're happy with that
Out of interest, what are rod brakes then ? and can you tell me more about the mechanics of the 1932 Talbot gear-change pedal thing.
TVR Beaver said:
I've seen a few on the rollers !... can it actualy damage or degrade the LSD in any way?.. I thought they where just friction pads internaly??
I understood it was as above. The LSD allows some slip but above a certain differential speed it tries to lock them together. If the brake tester is forcing the wheels round and it tries to do this, the LSD could be damaged. I think there is also an issue with the fact that the propshaft is not driving the LSD but it is being driven by the wheels when this occurs.It's the same with my 1973 Range Rover, which is permanent 4WD. On that vehicle it is the centre differential which can be damaged. Usually the speed differential between front and rear axles isn't that great but if only one axle is driven by a brake tester, the differential speed in the diff can (i understrand) cause damage.
I actually drive quite a few miles from my house past lots of other MOT stations just because these guys understand this and know how to treat the vehicle and I know I'm not going to get any issues due to the number plate lights etc
taylormj4 said:
Out of interest, what are rod brakes then ?
The brakes are mechanically operated by a linkage made up by series of jointed steel rods that directly join the pedal or lever to the drums, it's the same principle as cable brakes ie no hydraulics
and can you tell me more about the mechanics of the 1932 Talbot gear-change pedal thing.
A 1932 Talbot 105 is fitted with the excellent Wilson Pre-Selector gearbox, originally designed for world war one tanks it is essentially an epicyclic gearbox like an overdrive unit
The next gear required is selected on the steering column in advance of it being needed, to engage the gear the left pedal is operated
It is not a clutch pedal but a gear engagement pedal, like an overdrive solenoid but you use your leg instead
The brakes are mechanically operated by a linkage made up by series of jointed steel rods that directly join the pedal or lever to the drums, it's the same principle as cable brakes ie no hydraulics
and can you tell me more about the mechanics of the 1932 Talbot gear-change pedal thing.
A 1932 Talbot 105 is fitted with the excellent Wilson Pre-Selector gearbox, originally designed for world war one tanks it is essentially an epicyclic gearbox like an overdrive unit
The next gear required is selected on the steering column in advance of it being needed, to engage the gear the left pedal is operated
It is not a clutch pedal but a gear engagement pedal, like an overdrive solenoid but you use your leg instead
A friend of mine recently had his 1964 Hillman Minx failed because the tester couldn't find the dip-switch.
After it was pointed out it was on the floor the guy turned round and told him he would have to bring it back to be re-tested!! Luckily the garage owner overheard what was going on and all was put right.
After it was pointed out it was on the floor the guy turned round and told him he would have to bring it back to be re-tested!! Luckily the garage owner overheard what was going on and all was put right.
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