Your Fiesta would need a vehicle specific Cat Test.
It failed the first fast idle, and the second fast idle results are very similar. Your engine needs diagnostic work to find the cause of the high emissions.
The model 'Fiesta Engine Type' has been truncated by the emissions computer. The full version should read something along the lines of 'Fiesta Engine Type OHV/HCS'.
--------------------------------------------- Visit The MOT Forum:
reg ( snipped-for-privacy@somewhere.fsten.co.uk) gurgled happily, sounding much like they were saying :
Again - the odd exception. But a '95-built Fester certainly would not be excepted in any way?
So - Reg - you're an experienced tester. Can you see ANY reason why John's Fester should have passed, given the emissions results and the rear brake results he's quoted?
I see no problem in the judgement call on the indicator bulb - I'd hazard a guess that if everything else had passed, John would have left with a pass cert and a "change that bulb".
You've also stated that you think there's a certain amount of bollocks being posted - ignoring your spat with Conor - what and where?
Seriously - there's some useful info to be gained here.
Right, that's better. Sorry about hastily posting the Class V links. The end result is the same, though. The Fiesta requires a vehicle specific cat test.
nope it shouldnt have passed, it was " way " over the limit & im sure the tester did the emission test correctly, the gas analizer is programmed so that you follow the insturctions on the screen, if an oil temp probe was used then there is no way that the gas machine would let you go any further if it wasnt warm enough, it will proceed once the oil temp was up to 80 degrees c or over, you dont have to use one you can by pass it and use the temp guage, coolant fan cutting or the coolant pipes warm, but to be honest ive lost the will to live reading the thread.
the brakes were just plain un-lucky , if it was me id have re-done the brake test before i entered the data into the computer as it was very close to a pass, but once you've entered the data into the computer it decides pass or fail, just unfortunate that one.
yep
no, i dont think theres any bollocks, that was Connor's perception, i just cant belive this thread has gone on for this long for something that could have been sorted out days ago
id agree with you there, no one knows it all , just seems to get heated at times.
NT ( snipped-for-privacy@btinternet.com) gurgled happily, sounding much like they were saying :
I was about to say...
formatting link
So - if John's N-reg (therefore post 1/8/95 *registered*/"first used") Fester isn't in the book, it goes by the default limits - which it missed on the CO.
Which begs the question - Is it in the book, with a vehicle specific CO limit of 0.5% or more?
This raises another question.
My May '96 registered Cit XM was tested against limits lower than the defaults. The sheet shows it as "Engine Size : 2200" - it isn't. It's the usual couple of cc under 2 litre. There was no 2.2 XM - the nearest was
2188cc, but that was diesel.
So... Where'd these numbers come from? The make/model are blank, but the reg is filled in. Has it pulled from the registration? If so, why haven't those other fields pulled through?
but if for any reason on any part of the test you need a date to be certain if its going to a pass or fail criteria you can ask for the v5 to be produced, we always insist on it, saves so much hassle in the long run.
Aye, I can appreciate that. Though I can't imagine loads of people with cars within 2-3 years newer than K reg flocking out to get J reg cherished plates put on :-D
Whether I'm real or not I'm still well aware that on it's test the locking wheel will pass because it's clearly locking and sliding on the roller and the emmisions will almost certainly be fine after a good warm-up run.
If John wants to wind you up in the meantime that's great by me! I'm enjoying watching!
: In addition to my other posts on this subject, I found it interesting to : note how many waste exhaust units were lying outside the MOT garage, but few : other waste metal items. Regular habit of this garage I wonder, to fail : exhaust emissions on MOTs?
What do you suppose the most commonly replaced metal bits on cars are?
The catalyst starts operating once the monolith has attained a temperature of 250 - 270 degrees C, the temperature (commonly known as light-off). Under normal operating conditions the catalyst maintains a temperature of between
400 - 600 degrees. Allowing a car to cool down significantly and then attempting to warm the engine oil using a free revving engine is certainly not the way this vehicle or others are normally operated.
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