Application

This bulletin specifies the in-service inspection requirements for vehicles that have been imported temporarily from overseas. A temporary import vehicle is brought into the country by a resident of another country, usually for a maximum period of 18 months, while the vehicle remains registered in its country of origin. The vehicle must be exported from New Zealand within that period.

Inspecting a temporary import vehicle for WoF or CoF

Before inspecting a temporary import vehicle for WoF or CoF, the vehicle inspector must check that the following requirements have been met:

1. The vehicle must have the overseas registration plates attached.

2. The registration plate number must be the same as on the licence label.

Note Where the plate number has more than six digits, only the first six digits of the plate number are on the label. Where those digits already exist in the system, the six digits on the label will start with a ‘V’, followed by the first five digits of the plate number.

3. The label correctly describes the vehicle to which the plates are attached.

4. The licence label must be current or have expired no more than 12 months ago.

5. The label indicates that the vehicle has been ‘first registered’ in New Zealand less than 18 months ago.

If the above requirements are not met, or the vehicle inspector finds that the vehicle is not on the system, a WoF or CoF must not be issued. Please refer the vehicle to the nearest TSD agent.

Vehicle inspection requirements

Temporary import vehicles do not require entry or specialist certification, but are required to comply with the basic safety requirements listed in the provisions of the Geneva Convention on Road Traffic. These provisions are outlined below. For WoF/CoF inspection purposes, they apply to all temporary import vehicles, including cars, trucks and trailers, but not including mopeds and other vehicles that don’t require a WoF or CoF in New Zealand. The vehicle inspector may use the main parts of the VIRM for further guidance.

Note Temporarily imported vehicles do not have to meet requirements for modification. Therefore, low volume vehicle (LVV) or heavy vehicle specialist (HVS) certification is not required. However, if a vehicle inspector feels that a vehicle is unsafe to operate, he/she may seek advice from a low volume vehicle or heavy vehicle specialist certifier.

See Table 6-1-1: Group M and N vehicles, Table 6-1-2: Group L vehicles and Table 6-1-3: Trailers.

Table 6-1-1. Group M and N vehicles

Table 6-1-2. Group L vehicles

Table 6-1-3. Trailers

Reference

• General vehicles, 10-1 Tyres and wheels
• Motorcycles, 10-1 Tyres and wheels
• Trailers, 7-1 Tyres and wheels.

Land Transport Rule: Tyres and Wheels 2001 has been amended to include new tyre tread depth requirements. These requirements became law on 1 November 2007. They take into account new tyre tread designs and allow for more consistent checking of tread depth during vehicle inspections.

Below is some guidance to help vehicle inspectors measure tyre tread depth to the new requirements for different kinds of tread patterns.

What is the new requirement for tyre tread depth?

The rule now states that a tyre must have a tread pattern depth of at least 1.5mm (excluding any tie-bar or tread depth indicator strip) within all principal grooves that contain moulded tread depth indicators and around the whole circumference of the tyre.

Virtually all tyres have moulded tread-depth indicators. However, a small number of tyres, such as some retreaded or vintage tyres, may not have moulded tread-depth indicators. For these, the NZTA has retained the old requirement of at least 1.5mm tread depth across ¾ of the tread width and around the whole circumference of the tyre.

What are principal grooves and tread depth indicators, and how do I find these?

Principal grooves are the wide grooves in the tyre tread which have the tread-depth indicators located inside them. Any other grooves are secondary grooves which may wear out during the service life of the tyre. Tread-depth indicators (also known as tread wear indicators or TWIs) are the projections within the principal grooves that let you know how far the tread has worn and are usually about 1.6-2.2mm thick. If you find it difficult to find tread-depth indicators, just look along the side wall for a small ‘’ or ‘TWI’ mark (see Figure 7-1-1 and Figure 7-1-2).

Where do I measure the tread depth?

The tread depth is measured in the principal grooves that contain the tread-depth indicators. However, there are tread patterns where the principal grooves cover different widths of tyre tread. This means that in order to pass a WoF or CoF some tyres must have 1.5mm tread depth across a greater tread width than other tyres. This is especially the case for tyres that have lateral grooves (those that end at the tyre edges), as shown in Example 1 of Figure 7-1-3. Vehicle inspectors may disregard the outer end of a lateral groove where it normally tapers off over the shoulder. Note that the tread is only that part of the tyre that is in contact with the ground.

Figure 7-1-3 shows different tread patterns with tread-depth indicators (and therefore principal grooves) and the approximate measuring width marked.

Figure 7-1-1. The '' mark

The marks and tread-depth indicators are usually in about six places around the tyre. It is important that these are not mistaken for any shallow sections that are part of the tread pattern.

Figure 7-1-2. The ‘TWI’ mark

The marks and tread-depth indicators are usually in about six places around the tyre. It is important that these are not mistaken for any shallow sections that are part of the tread pattern.

Figure 7-1-3. Examples of tread depth indicators

Reference

• General vehicles, 11-2 Visible exhaust smoke
• Motorcycles, 11-2 Visible exhaust smoke.

The requirement is based on Land Transport Rule: Vehicle Exhaust Emissions 2007. The aim of this rule is to check that vehicles are not gross polluters. A Ministry of Transport study in 2006 estimated that 1–2% of petrol-powered vehicles may be affected by this test. The number of diesel vehicles affected may be higher.

Below is some guidance on how to conduct the test as well as assistance in assessing whether any smoke emissions will cause the vehicle to pass or fail.

The test for clearly visible smoke

The following test may be performed with the engine below normal operating temperature. If the vehicle fails the test, it must be repeated with the engine at normal operating temperature and purged.

The test consists of a five-second idling test and a rapid acceleration test from idle to 2500rpm, or half the maximum engine speed if this is lower.

Five second idling test

With the engine idling, observe the tailpipe emissions for five seconds.

Rapid acceleration test

While the engine is accelerated quickly from idle to 2500rpm (or half the maximum engine speed if this is lower), observe the tailpipe emissions. The vehicle inspector may require an assistant to accelerate the engine. The assistant must be appropriately instructed to avoid engine damage by over-accelerating the engine.

Passing or failing a vehicle

A vehicle will pass if during both tests:

• there are no visible emissions, or
• the emissions are largely water vapour, or
• the smoke is barely visible (see Figure 8-1-1), or
• the engine produces some visible smoke because of its design and does not emit much more smoke from the tailpipe than it would have done when the vehicle was manufactured and running on the correct fuel. The inspector may require documentary evidence that the engine produces some visible smoke because of its design.

A vehicle will fail if during either test:

• there is clearly visible smoke (see Figure 8-1-2), and
• (only in the case where the engine produces some visible smoke because of its design) there is noticeably and significantly more smoke from the tailpipe than there would have been when the vehicle was manufactured and running on the correct fuel.

Figure 8-1-1. Barely visible smoke.

Figure 8-1-2. Clearly visible smoke.

A vehicle must be failed for WoF if a shock absorber has excessive leakage of damping fluid. However, it seems that quite a few inspectors are incorrectly failing a vehicle when the shock absorber only displays “misting”.

Misting is normal on shock absorbers and must pass for WoF/CoF.

By design, the piston rod carries a film of oil through the rod seal to lubricate the seal lips, thereby reducing friction/wear at the seal contact area, and prolonging seal life. Misting occurs when the hot piston rod is drawn out of the shock body and the microscopic film of hot oil on the rod turns to vapour. This vapour, or mist, condenses when it reaches the cooler outside air, and forms a film on the outside of the shock body. The film will attract road dust and debris, and will often coat the entire body of the shock.

Examples of misting shock absorbers (PASS):

Rod seals may leak as a result of extreme wear, contamination, or defect. A leaking shock will show clear signs of oil leaking in streams from the upper seal down the shock body and may drip from the shock.

Such leakage is considered to be excessive and must be failed for WoF/CoF.

Examples of excessively leaking shock absorbers (FAIL):

Note: Some minor streaking of oil may appear on a new shock body during initial stroking. This is the result of the seal “setting” and purging any oil (from assembly) from the seal. This is not to be mistaken as a failure, as it is temporary and totals only a few millilitres of oil.

With new vehicle technologies, testing some vehicles’ brakes, especially on roller brake machines, can be slightly tricky. If the correct process is not followed, there is an increased risk of damaging the vehicle or even the roller brake machine.

This bulletin contains information supplied to the NZTA by vehicle manufacturers about vehicles for which specific brake test procedures need to be followed to reduce the risk of damaging them during the test. It will be updated as the NZTA becomes aware of further specific test procedures supplied by vehicle manufacturers.

If you are not sure about how to test a specific vehicle, check with the local vehicle manufacturer’s agent in the first instance. The roller brake machine manufacturer may also be able to supply information, or refer to the machine’s operating manual.

Identification of Electronic Stability Control (ESC)

The following evidence is acceptable proof that the vehicle is fitted with an ESC system:

• The presence and correct operation of appropriate ESC tell-tale indicators on the vehicle’s dashboard
• A tell-tale indicator like the symbol below refers to an ESC system:
  

• A tell-tale indicator on the vehicle’s dashboard comprising one of the following acronyms:

Version history

The table below lists the overseas certifications that are accepted in addition to New Zealand's low volume vehicle certification system.

Figure 13-1-1. ADR SSM plate/label

Figure 13-1-2. Sample European Community Whole Vehicle Type Approval - ECWVTA

Figure 13-1-3. Example of Stufe 2

Figure 13-1-4. Sample FMVSS approval plate

A number of automotive LED light bars are readily available on the market and are being fitted to vehicles. Light bars are long lamps that consist of an array of LEDs, and that project a beam of light. These are generally intended to be fitted as a single lamp to the front centre of a vehicle.

These light bars typically resemble the following:

and

Light bars can be fitted as either headlamps or work lamps, but there are some very specific requirements around each type of fitting and use.

Light bars fitted as headlamps

• On cars and trucks, all headlamps must be fitted as a pair (eg not a single centred headlamp). This means that a centre-mounted single light bar cannot be considered a headlamp.
• Cars and trucks must be fitted with only one pair of dipped-beam headlamps and up to a maximum of two pairs of main-beam headlamps. Since vehicles come with an OEM dipped-beam headlamp, a light bar cannot be added for dipped-beam use (because a second pair is not allowed).
• On mopeds and motorcycles, headlamps can be fitted singly or in pairs, to a maximum of two dipped-beam headlamps and two main-beam headlamps.
• The headlamps cannot dazzle, confuse, or distract so as to endanger the safety of other road users.
• The centre of the beam pattern must be pointed horizontally or down (not upwards) and to the centre or left (not to the right).
• The main-beam headlamps must still be able to be dipped or extinguished from the driver’s seating position.
• All headlamps must meet an approved safety standard unless fitted to older vehicles (before 1992 for class MA and NA, before 1996 for others (excluding group L, which are before 2006)).

Note: because many light bars on the New Zealand market do not comply with approved standards for headlamps, they cannot be fitted to a vehicle as headlamps.

Light bars fitted as work lamps

• A vehicle, other than a moped, may be fitted with one or more work lamps, which are defined as follows:
  • Work lamp means a high intensity lamp, which is not necessary for the operation of the vehicle but is designed to illuminate a work area or scene; and includes:
    (a) a scene lamp; and
    (b) a spot lamp; and
    (c) an alley lamp.
• A work lamp isn’t for normal on-road driving.
• Work lamps may only be used when the vehicle to which they’re fitted is stationary or travelling slowly; and to illuminate a work area or scene.
• A work lamp must not be wired into the head lamps and must be switched to operate independently of other lighting equipment.

Note: a work lamp:

• cannot be fitted to a moped
• doesn’t need to meet a lighting standard (as it is for off-road use only)

How to treat light bars at WoF/CoF when fitted as headlamps

Note: because many light bars on the New Zealand market do not comply with approved standards for headlamps, they cannot be fitted to a vehicle as headlamps.

The first step is to determine if the lamp complies with an approved standard. Standards compliant lamps on sale in New Zealand should carry standards markings on the lens.

• European markings will consist of a circle containing a capital “E” followed by a number, or a rectangle containing a lower case “e” followed by a number (it does not matter what the number is)



• American markings will be the letters DOT, for example:
  

If one of these markings is found, the lamp can be accepted as standards compliant (Note: The Transport Agency is not aware of any of these lamps that have Japanese standards compliance).

If there are no markings on the lamp, it is likely to be non-compliant. The Transport Agency is not aware of any compliant light bars without standards markings at this time, but will update this bulletin if any are found on the market.

How to treat light bars at WoF/CoF when fitted as work lamps

A non-standards compliant light bar, or a standards compliant light bar that is fitted as a single lamp might be classified as a work lamp if it were switched independently of all other lighting equipment.

In this case, the owner/operator of the vehicle should be advised that it is illegal to use the lamp for normal on-road driving.

If a non-compliant light bar is fitted, and it does not meet the criteria for being considered a work lamp, it must be failed a WoF/CoF.

Imported trailers with whole vehicle type approval

A trailer that has European whole vehicle type approval will have brakes compliant with UN/ECE Regulation 13. These trailers are identified by a plate very similar to the following:

Trailers fitted with a UN/ECE Regulation 13 braking system

These trailers are usually built in New Zealand and fitted with an imported braking system. An approved braking system can be identified by the features and markings detailed below. If these features and markings are not present the owner must be able to present documentation that reasonably proves the braking system is compliant with UN/ECE Reg.13 and Reg.55.

Compliant hitch

• A compliant hitch will be fitted with a plate like the one above that indicates it is compliant to Reg. 55 as per the red highlighted section in the image.

Compliant brake system

• compliant brake system will require a brake acting on each wheel of every axle (ie two individual brakes on a single axle, four on a twin axle, and six on a tri axle). The back of each brake drum will have a test number marking like that shown above.

Trailers without a UN/ECE approved brake system

Trailers presented without a European approved braking system, as per the two sections above, must be presented with an exemption letter issued by the Transport Agency. An example of this may be seen below. These trailers are usually built in New Zealand and are usually fitted with a brake system manufactured in New Zealand. Some of these trailers will be fitted with a plate like the one shown below. All these trailers must have a VIN/chassis that matches that shown on the exemption letter.

Sample exemption letter

Requirements for seatbelt repair

A seatbelt may only be legally repaired by the seatbelt manufacturer or their authorised agent.

There are currently no mass-manufacturers or agents repairing seatbelts in New Zealand.

Re-webbing a seatbelt is considered to be a repair.

NZTA has provided an exemption to the following companies to re-web seatbelts manufactured by other seatbelt providers:

• APV Australia
• Autosafe Ltd, Christchurch
• Belt Tech NZ Ltd, Wellington
• Seatbelts NZ Ltd
• Seatbelt Manufacturers NZ Ltd.

Further companies will be added to this list as they are approved.

Identifying compliant re-webbed seatbelts

To be compliant a re-webbed seatbelt must have a label with an exemption number (Figure 16-1-1) and either an exemption letter (paper copy in the vehicle) or be confirmed on the websites below.

• For Autosafe use the 'Look Up REGO' function found on the Autosafe website
• For Seatbelts NZ Ltd use the check vehicle function on the Seatbelts NZ Ltd website
• For Belt Tech NZ Ltd enter the last six digits of the vehicle's VIN to look up the vehicle on the Belt Tech NZ Ltd website
• For Seatbelt Manufacturers NZ Ltd an exemption letter is required
• APV are not actively re-webbing seatbelts but these must also have an exemption letter.

Identifying non-compliant re-webbed seatbelts

Seatbelts that are re-webbed without an exemption from NZTA may not be accepted for a WoF or CoF.

Most non-compliant re-webbed seatbelts are done in a way to hide that they are re-webbed. The following indicators are the best way to identify a non-compliant re-webbed seatbelt:

• incorrectly fitted hardware such as buckles on webbing that looks new
• new webbing, or webbing that looks newer than the other seatbelts in the vehicle, with the same compliance tags as the original seat belts
• the same identification tags as the original belts with a different stitch pattern
• a compliance label that is different to the other seatbelts that is not from a typical manufacturer
• no compliance labels fitted on new webbing or a new seatbelt.

Getting a seatbelt re-webbed

If you are trying to help a vehicle owner to get their seatbelt re-webbed it is important that you only use an approved company. NZTA is aware that there are other companies who re-web seatbelts - this is an illegal activity. Autosafe Ltd, APV, Seatbelts NZ Ltd, Seatbelt Manufacturers NZ Ltd and Belt Tech NZ Ltd have been granted exemptions to re-web seatbelts, having been granted these exemptions under strict conditions.

Autosafe has a list of seatbelt installers on its website that is regularly updated. There are three specialist installers in Auckland, Wellington and Christchurch and a number of other organisations that can assist with seatbelt installations. The list is available at www.autosafe.co.nz

Figure 16-1-1. Sample Autosafe Ltd, Seatbelts NZ Ltd, Belt Tech NZ Ltd and Seatbelt Manufacturers NZ Ltd labels