Vol. 2 :: No. 12 November, 2000 (Kartik-Mangsir)

2nd Auto-Show Special

Vehicles Being Launched During Auto Show 2000

Car Tips For the Beginners

If it is going to be your first car try to find a not too expensive, simple car. Such cars will be good for you at the beginning. It’s better to buy such a car from a dealer with a warranty.

But don’t buy the first car you see. There are lots of others that you haven’t checked yet. Usually it takes to check up to ten cars before you find one that is better. Don’t be scared of cars with manual transmission. They are cheaper and more reliable. And if you are young, you’ll learn how to drive it quickly.

Manual or automatic transmission?

Cars with manual transmission cost cheaper. They are more powerful, and expend less fuel. Manual transmission is also more reliable because it’s simpler. This simplicity makes its maintenance cost cheaper. People experienced in driving a car with manual transmission will tell you they like that because it allows the driver to feel ‘closer’ to the car. It’s just more fun! However, it is more work to drive such a car, and can be especially difficult for the beginner. But don’t be scared, you may learn how to drive such a car within two-five days. It’s not as difficult as it seems.

It is many times easier to drive cars with automatic transmission. Automatic transmission is more convenient in a city, in traffic jams, etc. But it involves a more complicated device and gets broken more often. The repair of an automatic transmission is complex and tends to be quite expensive. Regarding fuel efficiently, a car with automatic transmission spends an average of 1.3 times more fuel than the same kind of car with manual transmission.

What type of engine?

There are two basic engine types: petrol/gas (carburettor and injector) and diesel. They have different characteristics.

Cars with diesel engine expend almost two times less fuel than a similar car with petrol engine. Diesel fuel costs cheaper. But they are little more noisy, little more smoky, and have less power than petrol engine. If you want to buy a diesel car, check the battery, it should be perfect. If it’s not, you may have a problem to start the car especially in cold weather. Check the timing belt also. Torn timing belt results in engine destruction.

There are two basic types of petrol engine - carburetter and injector engines. Carburettor engines are simpler and not particular about fuel quality, but they expend more fuel than injector engines.

Injector engines are more powerful. They start better in any weather and expend less fuel, but they need good quality petrol. They are more complicated. Most modern cars have engines with electric fuel injection system.

Front wheel drive, rear wheel drive or four wheel drive?

Most of present cars are front wheel drive. They are simpler and cheaper. If you are looking for simple transportation facility, most likely it will be front wheel drive (FWD) car. But while buying such a car be aware! They have particular problems, common for all FWD cars: little less durable front suspension, CV-joint problems, engine supporting items problems, etc. Pay more attention to check those aspects. FWD cars have also particular features in the way they drive: Don’t press the accelerator pedal all the way down while you start moving, it may cause unexpected pulling aside. Also don’t accelerate too much while turning, if you do so, the car may unexpectedly move straight.

Rear wheel drive cars are more expensive, more durable and more reliable. Commonly they are heavier and consequently safer. They drive better at corners and at high speed.

Four wheel drive cars have great advantages on slippery surfaces. They are more complicated and some of them are less reliable.

How to check the engine oil?

Place your car on level ground. Stop the engine. Wait for a couple of minutes to let the engine oil pour down in the crankcase oil pan. Open the hood. Take off the engine oil dipstick. It may be placed in various areas of the engine depending on the engine model (check owners manual for where it is placed in your car). Dry it with a clean rag or tissue. Then stick it back all the way down into its place. Then, take it out to see whether it is full or low.

It should be at "FULL" mark. If you see that it’s a bit lower, you can drive with such a level but it would be better for the engine to add the oil till the level be full. Check the oil condition also: If it’s too black, it’s time to change it. If it’s slightly-brown, it’s O.K. If it’s dark-brown, but still transparent, it’s admissible. If it’s white (as the coffee with milk) it means the engine coolant mixes with the engine oil. Have your engine inspected by the mechanic.

How to add the engine oil?

It would be better to add the same type and brand of the engine oil as you already have in the engine. For example, if you have Mobil SAE 15W-40, SG in your engine, try to find the same. First add little amount of the oil and wait for a couple of minutes to let the oil pour down. Check the oil level again with the dipstick. If it’s still low, add some more. But don’t overfill it. Don’t forget to set the dipstick back and close the oil filler cap when you finish.

How to check automatic transmission fluid?

Place your car at a level surface. Start the engine. Shift transmission level to the "P" (parking) position, and let the engine idle (on some cars this process may differ, check the owner’s manual for details).

Take off the transmission dipstick. (To find where such dipstick is placed in your car, check your owners manual). Dry it with a clean rag or tissue. Then set it back carefully all the way down into it’s place. Take it out and check the reading. It should be at the upper end of the "COLD" mark. If the engine is hot, the level should be at the upper end of the "HOT" mark. If it’s lower, you should add some amount of automatic transmission fluid. Check the oil condition also: If it’s too black and has a burnt smell – your transmission is going to break. Normally it should be clean and transparent. It may be red, red-brown, light-brown.

How to add the transmission fluid?

Check the transmission oil type in the owners manual. Pour a little amount of the oil. Let the oil flow down. Start the engine. Check the level again.

How to check the engine coolant fluid level?

The coolant level should be between "LOW" and "FULL" marks in the coolant expansion tank. If it’s lower, you should add it, because low coolant level may cause engine overheating and therefore engine damage. If there is no coolant in the expansion tank at all, you should add the coolant into the radiator also. But remember, never open the radiator or the expansion tank cap when the engine is hot! When engine temperature is reduced (in 15-20 minutes after the engine has been turned off), simply add a coolant into the expansion tank till its level be at "FULL" mark and into the radiator if necessary.

Bearing Lubrication

Bearing are used not only in motor vehicles but all types of machines. Here are ten of the most common errors in lubricating the bearings and how to correct or prevent them:

1. Using a lubricant with the wrong viscosity

Viscosity is a measurement of the thickness, or ability to flow, of lubricating oil. It is one of the most important factors to consider when selecting a bearing lubricant. In the US, a common unit of measurement for viscosity is Saybolt Universal Seconds (SUS). The recommended minimum viscosity varies according to the bearing type, ranging from 70 SUS for a ball bearing to 100 SUS at the operating temperature for a spherical roller bearing, and 150 SUS for a spherical thrust bearing.

2. Misuses of grease and oil

In bearing applications, the actual lubricating fluid is generally a mineral oil or synthetic oil. This oil can be used alone, or in conjunction with a thickener to form lubricating grease. The thickener (in most cases, lithium, calcium or sodium soap) forms a lattice which carries the oil between its fibres.

Bearing users sometimes use an oil where a grease is called for, or grease where oil is indicated. For example, in food processing applications, oil dripping from housing can contaminate the food product. Grease is generally the preferred lubricant. Grease may also be called for in situations where the bearing housing is inaccessible and an oil sight gauge can’t be routinely checked. On the other hand, oil is generally used when other components in the arrangement are oil-lubricated.

3. Over-lubrication

Too much oil or grease in a bearing or its housing causes an effect called churning, resulting in a sharp temperature rise and often premature lubricant and/or bearing failure. On start-up, grease-lubricated bearings expel excess grease into the housing. To prevent churning, there must be sufficient empty space in the housing to accommodate this grease. Therefore, when using grease, full the bearing completely, but fill only one-third of the bearing housing.

4. Using an ineffective lubrication system

When oil is the preferred lubricant, there are several methods of delivering oil to the bearing, including static oil, circulation oil and the spray-mist system. In static oil or oil bath systems, the bath should be filled to a level just below the middle of bottom rolling element.

With a circulation oil system, oil is pumped from a separate reservoir into the bearing, where it cools and lubricates simultaneously. The heated oils is then returned into the reservoir, where it cools down again. Filters in the system remove contaminants from the oil as it circulates. A circulation oil system can often greatly increase bearing life expectancy.

5. Under-lubrication

Even with the right lubrication system, under-lubrication can occur. The consequences are excessive heat and eventually metal-to-metal contact between bearing components. The reasons for under-lubrication vary. When grease or a static oil system is used, a small amount of lubricant can evaporate over time, leading to under-lubrication. But under-lubrication can also happen with circulating oil systems.

6. Failure to prevent lubricant contamination

Lubricant contamination is a leading cause of bearing failure. Direct particles and other contaminants can damage bearing by leaving dents in rotating elements and raceways. Contamination can occur due to improper handling of the bearing or lubricant during bearing installation. Do not remove a bearing from its packaging until ready for mounting, and clean dirt and debris from the housing. During installation, minimize the amount of the time the bearing lubricant is exposed to the air.

7. Using the wrong seals

Improper sealing can also cause contamination. Labyrinth seals are effective in many applications. But in mines, steel mills, brick mills and other harsh environment, ambient dust may work its way past these seals and into the bearings, causing contamination and wear. This problem can be prevented by using a higher-grade seal, such as a rubber lip seal, garter spring seal or a ebonite seal.

8. Failure to relubricate bearings

Even without exposure to contaminants, the lubricant quality can deteriorate over time. It’s often impossible to determine grease quality in a sealed bearing by visual inspection. Relubricating every month with a small amount of fresh grease will replace lost grease and refill the bearing. It is recommended to change the grease completely every year, even sooner in some extreme cases. Usually, the grease in injected by a grease gun, automatically expelling the used grease and any contaminants it may carry.

In oil lubrication systems, visual inspection can be useful. Monitoring sight gauges and oil reservoirs can help determine relubrication intervals. The oil in oil-bath systems is generally changed once a year. More frequent oil changes may be necessary in applications with high temperatures or heavy contamination.

9. Mixing incompatible lubricants

During bearing relubrication, maintenance technicians may sometimes inject a different lubricant into a bearing than the one used originally, inadvertently mixing the two lubricants. If the two lubricants are incompatible, there will be a deterioration in lubricating capacity.

Never mix greases with different thickeners, such as a lithium-based grease with a sodium-based grease, before checking with the suppliers. Never mix a mineral oil with a synthetic oil. Some lubricants are compatible, but assessing the compatibility of two lubricants can be difficult. As a general rule, always relubricate a bearing with the same lubricant used originally. If a different lubricant must be used, carefully remove all traces of the oil lubricant from the bearing and housing before relubricating.

10. Failure to provide lubrication training

Maintenance technicians commonly receive training on bearing selection and installation, but not lubrication. Plant supervisors should make sure that technicians are thoroughly trained in lubrication fundamentals.

There are many opportunities for training. Some bearing manufacturers offer seminars that cover lubrication as part of the course curriculum. Sales representatives of bearing companies and lubricant suppliers can often provide technical training at customer sites.

Motor Vehicle Insurance

Business Age gives summary of the vehicle insurance provisions applicable in Nepal

For insurance purpose vehicles are classified into two categories according to its use: Private and
commercial vehicles. Private vehicle stand for those vehicles used for social, personal and entertainment purpose. Commercial vehicles refer to vehicles like bus, minibus, truck, minitruck, etc. which are used for commercial purpose.

Private vehicles have been further divided into two classes, viz. motor vehicle and motorcycle. Commercial vehicles too have been further divided into two classes viz. goods carrying vehicle and passenger carrying vehicle.

The motor insurance policy is issued for one year. The geographical area of this policy can be extended to cover risks to India, Tibet, Bhutan and Bangladesh.

All kinds of motor vehicles can be insured under three risks categories as given in the box.

Premium Rate

Premium rates are calculated differently for commercial vehicle and private vehicle.

Premium depends on insuring values, Cubic Capacity, Load Carrying Capacity, Seal Capacity etc. of the vehicle. And it depends also on various optional covers like Strike Riot and Civil Commotion (SRCC), Earthquake, Flood-Inundation-landslide-storm, Terrorism, Personal Accident cover to Driver/Cleaner/Conductor and Passengers etc.

Tariff

Premium Rates for Motor Vehicle Insurance are governed by the Tariff prescribed by the Beema Samiti (Insurance Board) which is the controlling body of all insurance companies in Nepal. The tariff undergoes amendments from time to time on the decision of the Board. But the insurance companies cannot offer discounts on vehicle tariffs beyond that allowed by the tariff. So the price of the product is the same at different companies. However, the service quality may differ.

Discount

Vehicle insurance tariff specifies the following discounts for the vehicle insurance premium:

A. Voluntary Excess Discount:

If the proposer agrees to bear some portion of claim, there will be discount in premium as per the tariff.

B. Fleet Discount:

If the number of insured vehicle of the same owner is more than one, there will be discount in premium as per tariff. But for the commercial vehicle, the minimum fleet size should be 5 to get the Fleet discount.

C. No Claim Discount:

A special discount called "No Claim Discount" as per the tariff is allowed on renewal, if the insured vehicle passes claim free year.

Basis of Valuation

The value to be insured is arrived at by the depreciated and present day market value basis. The depreciation rate applicable is specified in the tariff.

Premium computation for Private vehicle (Comprehensive)

If the value of vehicle is more than the above mentioned amount, Rs. 2 per hundred will be charged for additional amount.

Premium computation for Commercial vehicle

(truck, tanker)

Buses
(Local bus, Hotel bus, Coach etc)

Additional Re. 1 per hundred on value of the vehicle.

Motorcycle

Additional Rs. 0.50 per hundred on value of the vehicle

NB:
1. Limit on third party liability is unlimited.
2. In case of scooters, a compulsory excess of Rs. 100 is applicable

Trailor

Additional rate for additional coverage

1. Riot & strike ( both private and commercial)
Premium rate : Rs 2.50 per thousand on the value of vehicle

2. Earthquake ( both private and commercial)
Premium rate : Rs 2.50 per thousand on the value of vehicle

3. Storm, flood, landslide, inundation
Premium rate : Rs 2.50 per thousand on the value of vehicle

Premium Computation
Premium for Third Party Liability only

No Claim Discount

No claim discount will only be allowed provided the policy is renewed within 90 days of the expiry date of the policy.

(Comp. = comprehensive, T.P. = Third Party)

Fleet discount.

Voluntary excess discount

If a person agrees to bear following amount of loss (excess) on his own, then he is entitled to get following discount.

Compulsory excess

Some amount of loss (excess) has to be borne by the owner of the vehicle himself. As per the norms of Beema Samiti all comprehensive motor policy except Private vehicle policy bear following excess amount.

a. Bus, Truck and similar kind of commercial vehicle = Rs. 2000/-

b. Tanker = Rs. 5000/-

Source: Insurance Companies

VEHICLE REGISTATION (NUMBER)
2056/57 (1999/2000)

Source: Department of Transport Management

VEHICLE REGISTRATION (TOTAL NUMBER, AS OF THE END OF FISCAL YEAR)

VEHICLE REGITRATION (IN NUMBER)
(During 1999-2000)

Source: Department of Transport Management

VEHICLE REGISTRATION (IN NUMBER BY REGION)
As of Mid July, 2000

Source: Department of Transport Management

VEHICLE REGITRATION (IN NUMBER BY TYPES OF VEHICLE)
2056 SHRAWAN - 2057 ASHADH
(Mid - July 1999 - Mid July, 2000)

Source: Department of Transport Management

VEHICLE REGITRATION (IN NUMBER, BY OWNERSHIP)
As of mid -July, 2000

Source: Department of Transport Management

Nepal's Duty Regime on Vehicles & Parts

Customs Duty

NB: Other than above, majority of motor parts falling under different code no’s draws customs duty of 15%

NOTES:

1. All new vehicles being imported into Nepal should meet NVMES 2056

2. Old and reconditioned vehicles meeting NVMES 2056 can only be imported with approval from Ministry of Population and Environment. For such vehicles following additional duty is charged:

For up to 2 years old vehicles 25% of custom duty and CVD.

For more than 2 years but less than 3 years old vehicles 35% of customs duty and CVD.

For more than 3 years but less than 5 years old vehicles 50% of customs duty and CVD.

3. Vehicles imported as chassis with engine under code 87.02 are to be registered for the same type for which the duty has been paid.

4. For counting the seats for vehicles under 87.02, conductor seat, additional seat or folding seat shall not be counted.

5. Customs duty on electric or battery only operated vehicles shall be only 10%.

6. Customs duty on the chassis and spares of electric, gas or battery only operated 3-wheelers shall be 1%. Only 5% custom duty shall be charged if the chassis and parts for other such type of vehicles are imported by industries producing these vehicles.

7. Owners of Petrol or Diesel driven 3-wheelers can, on the recommendation of office of Transport Management, import spares and equipment required for conversion of the same in SAFA (Battery Operated) Tempo paying only 1% Customs Duty.

8 50% rebate on customs duty on gas only operated 3-wheelers.

9. No customs duty on import of Catalytic convertors.

10. Only 2.5% customs duty on one unit of Tractor imported by farmers.

11. If recommended by concerned authorities, no customs duty is charged on imports of Trolley buses and related equipment.

12. No customs duty to be paid on imports of 2 to 8 HP pumping sets.

13. On recommendation of Tourism Ministry, the Travel Agents, Trekking Agencies, Rafting Agencies and Star Hotel & Resorts can import up to 2 nos. of Micro/Minibus or Jeep paying 50% of effective customs duty.

14. Only 1% customs duty shall be charged on import of Ambulance by Governmental Organizations or NGO’s.

15. Transportation charges for imports by air shall be calculated in the same manner as for imports by surface routes.

16. For imports from India and Tibet Autonomous Region of China, duty shall be charged after allowing 20% discount on the normal customs duty if the normal duty is of up to 40%, and 10% discount on rates above that.

17. For imports of goods produced in and shipped from most favoured nations under L/C, duty shall be charged after allowing 5% discount on normal customs duty rate.

18. Customs duty for imports from India under D.R.P. is calculated on the basic price (excluding Indian Excise Duty) plus the transportation charges and insurance premium. Indian excise duty shall be deducted from the calculated customs duty and the balance amount only shall be levied from the importer. In case the transportation charges are mentioned on the invoice separately and the insurance premium invoice or receipt is produced, these will be accepted as transportation charges and insurance premium for calculating value of goods for customs purpose.

19. Customs duty on Gas Analyzer, Smoke meters, Diesel fuel pump test bench and Diesel nozzle test equipment shall be only 5%.

EXCISE DUTY

Excise Duty at the rate 15% on single cab pick-ups up to GVW 5 MT shall be levied on domestic manufacturer. Countervailing duty equivalent to excise duty shall be charged on imports (even if these are currently not manufactured in Nepal).

For details information please check the customs tariff book and other notifications issued by HMG of Nepal from time to time.

VALUE ADDED TAX

Salient features of VAT rules

1. V.A.T. rate shall be 10%

2. Minimum threshold for compulsory registration with V.A.T. is Rs 20,00,000 of annual turnover

3. HMG and its departments can only purchase goods above Rs. 35,000 from only V.A.T. registered firms / companies.

4. No V.A.T. items include:

a) Agricultural Tractor up to 8 HP, Pumped sets, Various agricultural tools and equipment.

b) Battery operated 3-wheelers, their chassis and batteries.

5. A tax credit of 40% of V.A.T. paid by the buyer is allowed on 4 wheelers.

Nepal Vehicle Mass Emission Standard, 2056

A. Vehicles Fuelled with Gasoline (Positive Ignition Engines)

1. For Passenger Cars with Up To Six Seats and Gross Vehicle Weight (GVW) less than 2.5 tons

1.1 Type I Test – verifying exhaust emissions after a cold start.

1.2 Type II Test – Carbon monoxide emission at idling speed.

This test applies to vehicles fuelled with leaded gasoline only.

The carbon monoxide content by volume of the exhaust gases emitted with engines idling must not exceed 3.5% at the settings used for the Type I test

1.3 Type III Test – verifying emissions of crankcase gases.

The crankcase ventilation system must not permit the emission of any of the crankcase gases into the atmosphere.

1.4 Type IV Test – determination of evaporative emission

This test applies to all vehicles fuelled with leaded and unleaded gasoline.

Evaporative emissions shall be less than 2 g/test.

1.5 Type V Test – durability of pollution control devices.

This test applies to vehicles fuelled with unleaded gasoline only.

The test represents an endurance test of 80,000 kilometre driven on the road or on a chassis dynamometer.

Notwithstanding the above requirements, a manufacturer may choose to use the deterioration factors from the following table.*

2. For Light-Duty Commercial Vehicles with Gross Vehicle Weight (GVW) less than or equal to 3.5 tons #

2.1 Type I Test – verifying exhaust emissions after a cold start.

2.2 Type II Test – Carbon monoxide emission at idling speed.

This test applies to vehicles fuelled with leaded gasoline only.

The carbon monoxide content by volume of the exhaust gases emitted with engines idling must not exceed 3.5% at the settings used for the Type I Test

2.3 Type III Test - verifying emissions of crankcase gases.

The crankcase ventilation must not permit the emission of any of the crankcase gases into the atmosphere.

2.4 Type IV Test – determination of evaporative emission.

This test applies to all vehicles fuelled with leaded and unleaded gasoline.

Evaporative emissions shall be less than 2 g/test.

2.5 Type V Test – durability of pollution control devices.

This test applies to vehicles fuelled with both leaded and unleaded gasoline.

The test represents an endurance test of 80,000 kilometer driven on the road or on a chassis dynamometer.

Notwithstanding the above requirements, a manufacturer may choose to use the deterioration factors from the following table.*

3 For Two Wheelers and Three Wheelers

3.1 Type I Test – verifying exhaust emissions after a cold start.

3.2 Type II Test – carbon monoxide emission at idling speed.

This test applies to vehicles fuelled with leaded gasoline only.

The carbon monoxide content by volume of the exhaust gases emitted with engines idling must not exceed 3.5% at the setting used for the Type I test.

3.3 Type III Test – verifying emissions of crankcase gases.

The crankcase ventilation system must not permit the emission of any of the crankcase gases into the atmosphere.

Not applicable for two wheelers*

3.4 Type IV Test – determination of evaporative emission.

This test applies to vehicles fuelled with leaded and unleaded gasoline.

Evaporative emission shall be less than f2 g/test.

Not applicable for two wheelers*

3.5 Type V Test – durability of pollution control devices.

This test applies to vehicles fuelled with unleaded gasoline only.

The test represents an endurance test of 80,000 kilometer driven on the road or on a chassis dynamometer.

Notwithstanding the above requirements, a manufacturer may choose to use the deterioration factors from the following table.*

Note: In case of two wheelers, this test in only applicable if fitted with anti-pollution devices.

B. Vehicles Fuelled with Diesel (Compression ignition engines)

1. For Passenger Cars With Up to Six Seats and Gross Vehicle Weight (GVW) less than 2.5 tons.

1.1 Type 1 Test – verifying exhaust emissions after a cold start.

1.2 Type II Test – carbon monoxide emission at idling speed. Not applicable.

1.3 Type III Test – verifying emissions of crankcase gases. Not applicable*

1.4 Type IV Test – determination of evaporative emission. Not applicable

1.5 Type V Test – durability of pollution control devices.

The test represents an endurance test of 80,000 kilometer driven on the road or on a chassis dynamometer

Notwithstanding the above requirements, a manufacturer may choose to use the deterioration factors from the following table.#

2 For Light-Duty Commercial Vehicles and Vehicles with Gross Vehicles Weight (GVW) less than or equal to 3.5 tons. *

2.1Type 1 Test –verifying exhaust emission after a cold start.

2.2 Type II Test– carbon monoxide emission at idling gases. Not applicable

2.3 Type III Test –verifying emissions of crankcase gases.

Not applicable *

2.4 Type IV Test – determination of evaporative emission. Not applicable.

2.5 Type V test –durability of pollution control devices.

The test represents an endurance test of 80,000 kilometer driven on the road or on a chassis dynamometer.

Notwithstanding the above requirements, a manufacturer may choose to use the deterioration factors from the following table.#

3. For Heavy-Duty Vehicles and Vehicle with Gross Vehicle Weight (GVW) more than 3.5 tons.

3.1 Type I Test –verifying exhaust emission after a cold start.

3.2 Type II Test –carbon monoxide emission at idling speed.

Not applicable.

3.3 Type III Test–verifying emissions of crankcase gases.

Not applicable #

3.4 Type IV Test –determination of evaporative emission.

Not applicable.

3.5 Type V Test –durability of pollution control devices.

Not applicable #

* As amended by the decision of HMG/N of 2056.12.02

# As added by the decision of the HMG/N of 2056.12.02

Explanatory Notes

1.0 Type Approval

Most countries require some form of certification or type approval by vehicle manufacturer to demonstrate that each new vehicle sold is capable of meeting applicable emission standards. Usually, type approval requires emission testing of prototype vehicles representative of planned production vehicles. Under ECE and Japanese regulations, such compliance is required only for new vehicles. U.S. regulations require that vehicles comply with emission standards throughout their useful lives when maintained according to the manufacturing specifications.

The advantage of a certification or type approval program is that it can influence vehicle design prior to mass production. It is more cost effective because the manufacturers identify and correct the problems before production actually begins.

2.0 Approval of a vehicle

Vehicle manufacturers apply for approval of a vehicle type with regard to exhaust emissions, evaporative emissions and durability of pollution control devices to the authority responsible for conducting the tests. The application for approval also includes details like description of engines type comprising all the particulars, drawings of the combustion chamber and of the postion, description of evaporative control system, particulars concerning the vehicles, descriptions of pollution control devices etc. If the vehicle type submitted for approval meets the requirements of various types of tests mentioned, only then the approval of that vehicle is granted.

3.0 Conformity of Production

The conformity of production is a assembly line testing system. The objectives of assembly line testing are to enable regulatory authorities to identify certified production vehicles that do not comply with applicable emission standards, to take remedial actions (such as revoking certification and recalling vehicles ) to correct the problem, and to discourage the manufacture of non-complying vehicles .This test provides an additional check on mass-produced vehicles to assure that the designs found adequate in certification are satisfactorily translated into production, and that quality control on the assembly line is sufficient to provide reasonable assurance that vehicles in use meet standards. The basic difference between TA and COP is that TA is based on Prototype vehicle or design of the vehicle while COP measures emissions from real production vehicles.

As per the requirements set forth by the European Union, a sufficient number of random checks are made of serially-manufactured vehicles bearing the type approval mark of vehicles bearing all the types of tests mentioned above. The tolerance limits are provided for conformity of production in Type I tests.

Source: Ministry of Population & Environment