1. Abbreviations and definitions

2. Application (Classes 1 and 2)

This manual is a detailed guide to the inspection for statutory MOT testing of the following classes:

• Class 1 - motorcycles or motorcycle combinations up to 200cc and motorcycles with not more than 4kW maximum continuous rated power and a maximum design speed up to 45km/h (28mph) - Category L1, L3 and L4
• Class 2 - all motorcycles or motorcycle combinations other than those in category L1

A motorcycle combination has at least one wheeled element that’s clearly a sidecar. It’s acceptable if changes have been made to a solo motorcycle’s components such as brakes, tyres and suspension when it’s been adapted for use with a sidecar.

Other than for the inspection of tyres, any two wheels of a motorcycle shall be regarded as one wheel if the distance between the centres of the areas of contact between the wheels and the road surface is less than 460mm. You should be aware that this may affect the test class, for example a three-wheeled vehicle with a wheel layout of 460mm or more must be tested as a tricycle (Class 3)

3. Motorcycles of historical interest (over 40 years old)

Some motorcycles of historical interest may be exempt from Statutory MOT testing. Such motorcycles must be over 40 years old and not substantially changed.

Owners of these motorcycles may still request a statutory test be conducted. In these circumstances, the test must be registered on the MOT testing service and carried out in the usual way, with the necessary documentation issued as appropriate.

Some historic motorcycles’ components may have been manufactured to have a greater degree of play or tolerance than in modern motorcycles.

4. Refusal to test

Legislation permits testers to refuse to test motorcycles in certain circumstances. If any of the reasons for refusal (see below) apply, you should not carry out the test and must return any fee paid for the test. You should carry out appropriate pre-checks before starting the test, to ensure the suitability and general condition of the motorcycle. If the motorcycle presenter needs written confirmation of why the test cannot be carried out, you should register the test using the MOT testing service and issue a VT30 clearly showing the reason(s) why the test could not be carried out.

If the reason for refusal ‘i’ applies, you should issue a handwritten CT30 and include as many of the motorcycle details as possible. A copy of the CT30 should be retained by the VTS.

The reasons for refusing to carry out the test are:

If despite due care initially, it becomes apparent during a test that the test cannot be completed for any of the above reasons, the test must be abandoned, or the motorcycle failed because the test could not be satisfactorily completed. Any subsequent re-examination and fee must be in line with normal policy. See the MOT fees and appeals poster (VT9A) for further information.

In addition to the above reasons, you must decline to test any motorcycle that:

• is not of a class you are authorised to test
• is of such a size, weight or configuration it cannot be properly or safely tested on the approved facilities
• requires a road test or decelerometer test and is of such a size it cannot legally be ridden by a tester with a restricted driving licence
• requires a road test or decelerometer test and is of such a size or configuration that the tester cannot safely ride the machine
• has the frame stamped with ‘not for road use’ or similar words

5. Motorcycle ‘first used’ dates - application of test criteria

Usually you’ll be given the details of the motorcycle as part of the registration process. This will usually include the motorcycle’s ‘first used’ date. If this information is available, you should only use defects appropriate for the motorcycle’s age.

When the ‘first used’ date is not known or incorrect, you should determine the motorcycle’s ‘first used’ date as follows:

This information should be entered onto the MOT testing service to let the tester select the appropriate defects.

6. The inspection manual

Although this manual is publicly available, it’s specifically written for MOT testers. It specifies the applications, procedures and standards to be used for motorcycle MOT testing. You must read it with any current special notices relevant to the class or type of motorcycle under test.

You should familiarise yourself with the contents of the manual and any amendments to it, including special notices which affect test procedures or standards.

The manual numbering system follows that of the European Roadworthiness Directive. Some Directive items do not apply to motorcycles, which is why there are gaps in the numbering.

Defects found during the MOT test must be categorised in one of the following groups:

• minor - defects having no significant effect on the safety of the motorcycle or impact on the environment and other minor non-compliances
• major - defects that may prejudice the safety of the motorcycle, have an impact on the environment, put other road users at risk or other more significant non-compliances
• dangerous - defects constituting a direct and immediate risk to road safety or having an impact on the environment

If a motorcycle has only minor defects, it will pass its MOT inspection and a test certificate will be issued. If a motorcycle has any major or dangerous defects, it must be failed and a refusal notice issued.

7. Motorcycle technical data

The MOT testing service may give testers technical information about certain motorcycles under test. This is to help testers choose the correct test methods and/or apply the correct standards.

8. The MOT testing guide

The MOT testing guide explains what is required of persons and organisations authorised to conduct statutory tests on motorcycles. It also includes, amongst other things, information on the administration of the MOT scheme, disciplinary procedures and equipment calibration requirements.

9. Assessment of component condition

It is not practicable to lay down limits of wear and tolerances for all types of components on different models of motorcycle, or to define acceptable amounts of damage, deterioration and effectiveness. You are therefore expected to use your knowledge, experience and judgement to assessing if the condition of a component has reached the stage where it’s obviously adversely affecting its functionality or likely to adversely affect the roadworthiness of the motorcycle.

10. Definition of insecure

The term ‘insecure’ is used many times throughout this manual to describe a defective condition. This term should be taken to mean one of the following:

• a component has relative movement (looseness) at its fixings where there should be none
• a component has relative movement (looseness) to an associated component where there should be none
• a safety critical component (braking, steering or suspension system component) is not safely or completely attached at its fixing or to an associated component

In determining whether a component in a safety critical system is safely attached, consideration must be given to the function of the component and the overall number of securing devices. For example:

• a missing brake pipe clip does not necessarily mean the brake pipe is insecure if the brake pipe remains adequately supported
• a suspension bracket with one of many securing bolts loose does not necessarily mean the bracket is insecure if it remains adequately secured with no signs of visible movement

Wheel security has specific criteria detailed in the manual.

11. Unsafe modification

Modifications to motorcycles must be assessed on their merits, taking account of the nature of the modification and whether the component is safety critical.

The main criteria to be used are whether the modification adversely affects the roadworthiness of the motorcycle, or it’s likely to cause injury.

12. Inspection procedure

You are advised to carry out pre-checks to ensure the general condition and suitability of the motorcycle for test. Other than when using a contingency test (CT) code, a test must not commence until you have registered the motorcycle for test in the MOT testing service (see MOT testing guide).

When registering a motorcycle for test, the actual details from the motorcycle must be used. It is not acceptable to use details from other sources such as the V5C, job card or previous electronic record.

The tester who registered the motorcycle for test must personally carry out the test, without avoidable distraction or interruption and only the tester is empowered to make decisions about the test results. The tester must use a suitable assistant for certain parts of the inspection.

If you or your assistant are not familiar with the controls of the motorcycle, you should ask the vehicle presenter - if available - to operate or demonstrate the controls.

Small tools, such as pinch bars, levers and the corrosion assessment tool must be used when necessary. A hand held inspection mirror may be used in the inspection but it is not mandatory.

The MOT test must be carried out without dismantling, so it is not always possible to inspect some testable items. Access panels, covers and seats designed to be easily removed or opened without tools must be removed or opened when necessary, so that the testable items can be inspected. You must abandon or refuse to carry out the test if it is not possible to test an item because an access panel, cover or a seat does not open despite having been designed to be easily opened.

Solo machines without a centre-stand should be jacked to raise the wheels clear of the ground to check steering and suspension. It is not recommended to pull a machine over on the side-stand.

Once the inspection is completed, you must record the test results in the MOT testing service (see MOT testing guide).

If testing under CT, you must calculate brake efficiencies and retain the readings for later data entry. You should record all results on the VT29 and retain any printout. Refer to the MOT testing guide for a full explanation of CT procedures.

Recommended inspection routine

Diagram 1 shows a DVSA recommended inspection routine for a motorcycle. The routine may need to be varied to suit different test bay layouts and equipment types. It’s recommended that the brake performance test is not carried out until after the rest of the inspection to prevent an unknown defect causing injury to a person, damage to the motorcycle or other property.

Before starting the inspection, check reasons to refuse/decline to test items.

It may be necessary to use an assistant for certain checks. It’s therefore advisable that an assistant remains with the tester for the whole duration of the test.

Diagram 1. Recommended inspection routine

13. Road testing

The statutory test does not specifically include a road test of the motorcycle. However, one is permitted if you think it’s necessary to check the results of an inspection. You must have an appropriate licence to ride the motorcycle and make sure the motorcycle is in a safe condition to conduct the road test.

14. Disabled rider’s controls

If a disabled rider’s control or fitment is additional to the standard rider’s controls (such as a thumb operated brake) and does not adversely affect the standard motorcycle equipment, it does not need to be tested. However, if any such equipment is defective, it should be reported to the vehicle presenter.

Disabled motorcycle controls or fitments that replace or affect the standard controls should be tested in the normal way and any defects recorded as usual.

15. Health and safety

AEs and their staff must adhere to all relevant health and safety legislation while MOT testing. You can find out more from your local health and safety enforcement officer or local authority environmental health officers.

16. Recording defects

Defects covered in this manual are selected from a component-based menu system in the MOT testing service. You will first select the appropriate component from the main component list and then make further selections from the sub-menu(s). Once you’ve selected the appropriate component, a list of defects will be available for selection.

Various defect categories may be available for the same item depending on the nature or severity of the defect – minor, major or dangerous. You must select the appropriate category, guided by the defect wording, and use your knowledge, experience and judgement.

When an item is not sufficiently deteriorated to justify rejection, there may be an option to select ‘advisory’ to inform the presenter of this fact.

When only minor defects have been selected, a test certificate will still be issued. Unlike advisory items, the use of minor defects, where appropriate, is mandatory.

If you think that a defect on a non-testable item is dangerous, you should explain it to the motorcycle presenter. Some defects listed in the inspection manual may not be accessible if they are not relevant due to the age of the motorcycle. However, advisory items (if appropriate) for these defects may still be selectable.

It is considered best practice to advise the vehicle presenter of:

• any items which are near to, but which have not yet reached the point of test failure
• any peculiarities of the vehicle identified during the inspection
• any defects on non-testable items which are found during the inspection

17. Retest following failure

Information on retest fees and procedures can be found in the current MOT testing guide and on the ‘MOT fees and appeals’ poster (VT9A). When carrying out a partial retest you must:

• examine all the previously failed item(s)
• examine item(s) that may have been affected by repairs
• carry out another brake performance test and record the results in the MOT testing service, where the braking system may have been affected by the repairs
• examine any minor defect or item advised on at the time of the initial test

If during a retest it’s clear that the motorcycle has any major or dangerous defects, you must issue a new VT30.

18. Testing electric and hybrid motorcycles

You should be careful when testing electric and hybrid motorcycles, because they have many high voltage components such as storage capacitors and batteries. A hybrid motorcycle’s engine may start without warning if electrical equipment is operated or if the battery voltage drops.

Guidance for MOT testers testing hybrid, electric and hydrogen fuel cell systems.

0.1. Registration plates

You must inspect the rear registration plate on all motorcycles except for:

• unregistered motorcycles
• foreign registered motorcycles
• diplomatic motorcycles
• military motorcycles

You do not need to inspect front number plates.

You do not need to check:

• the supplier’s name
• postcode
• BS number
• logos or emblems if they are outside the minimum margin around the registration number

Registration plates must not:

• be obscured, excessively damaged, deteriorated or delaminated
• have background overprinting
• have any feature or fixing that changes the appearance or legibility of any of the characters including the use of tints or films
• have a honeycomb or similar effect background on motorcycles first registered on or after 1 September 2001 - back-lit registration plates may have a honeycomb type construction which is not to be confused with a honeycomb effect background

Particular attention should be given to the position of any fixing screws or bolts as well as any delamination of the number plate as this can prevent identification of the motorcycle by automatic number plate recognition (ANPR) cameras which ‘see’ any non-reflective material as being black.

Registration plates may:

• have an optional non-reflective border displayed within the margin which must be:
  • no wider than 6mm and not within 5mm of the characters on motorcycles first used before 1 September 2021
  • no wider than 5mm and not within 10mm of the characters on motorcycles first used on or after 1 September 2021
• display white, grey or silver characters on a black background - only on motorcycles manufactured before 1 January 1980
• use characters containing grey, possibly to achieve a 3D effect

Registration plate characters:

• may contain grey, possibly to achieve a 3D or highlighting effect (only on motorcycles first used before 1 September 2021)
• may be raised or 3D
• must be the correct size, stroke width and spacing
• must not be italic, sloping or formed using broken or multiple strokes
• must be laid out in the correct format for the age of motorcycle
• must be formed using the prescribed font or be substantially similar to the prescribed font - as shown below

You do not need to physically measure the characters or their spacing. They should only be rejected if they are obviously incorrect.

Rear registration plates fitted to motorcycles manufactured on or after 1 January 1980 must:

• have black characters on a yellow background
• be fitted vertically, or as close to vertical as is reasonably practicable
• be mounted towards the rear of the motorcycle

Rear registration plates fitted to motorcycles first registered on or after 1 September 2021:

• all characters must be a single shade of black
• may be raised, but the entire surface of the characters, including the sides, must be a single shade of black
• may have an integral raised or depressed border around the number plate periphery, not more than 5mm wide and 2mm high

Rear registration plates on motorcycles must be in a two line format. Motorcycles first used before 1 September 2001 can have a three line format.

Registration plates must meet the dimensional requirements shown in the examples. However, the space between a ‘1’ or an ‘I’ and another character is permitted to be proportionately greater.

Motorcycles with non-date related plates, such as those issued before 1963 and Northern Ireland plates must still meet the separation requirement between groups of characters where relevant.

Motorcycles registered before 1 September 2001 can have larger plates fitted with characters 89mm high and other relevant dimensions that are subsequently larger.

Imported motorcycles that do not have the space for a standard sized registration plate can have a smaller registration plate.

0.2. Vehicle identification number (VIN)

Check the motorcycle is displaying a legible vehicle identification number (VIN).

Motorcycles may have the VIN displayed in more than one location, but only one VIN must be complete and legible. All motorcycles first used on or after 1 August 1999 must have a VIN or frame number.

Check that there is not more than one VIN displayed, other than for multi-stage build motorcycles. Multi-stage build motorcycles can have 2 VINs, both of which may have the same last 8 digits.

When registering a multi-stage build motorcycle for test, enter the last 6 digits of either VIN, along with the registration number. If the MOT testing service finds a match against either full VIN this should be accepted.

If no match is found, create a new record using the converter’s VIN.

A converter’s serial number is not a VIN.

1.1. Condition and operation

1.1.1. Brake lever and pedal pivot in use

1.1.2. Brake lever and pedal condition and travel

A motorcycle must only be failed for insufficient reserve travel if the brake lever is touching the handlebar or the brake pedal is fouling another part of the motorcycle. Motorcycles with servo-assisted braking systems should be checked with the engine running.

On some motorcycles it may be possible to pull the brake lever back until it touches the handlebar. In such cases the extent of reserve travel should be assessed during the brake test.

A brake pedal should be failed if its grooves or raised sections are worn smooth. However, a brake pedal should not be failed if the motorcycle has been manufactured with one that does not have grooves or is fitted with anti-slip material.

Where a brake pedal rubber is fitted, this is considered an anti-slip material. It’s therefore not regarded as a defect if the design pattern is worn smooth.

1.1.3. Not in use

1.1.4. Not in use

1.1.5. Not in use

1.1.6. Not in use

1.1.7. Not in use

1.1.8. Not in use

1.1.9. Not in use

1.1.10. Brake master cylinder and servo

To check the operation of the brake servo:

1. Apply the brake control with the ignition off.

2. With the brake still applied, turn the ignition on.

3. The inspection is successful when you feel that the brake control increases brake pressure without any increase in effort.

Hydraulic brake fluid level checks are confined to transparent reservoirs or where an indicator is fitted. Reservoir caps should not be removed.

1.1.11. Rigid brake pipes

If the corroded metal brake pipes have surface dirt that needs to be removed before it’s possible to assess their condition, it’s permissible to lightly scrape the pipe with a specialist brake pipe corrosion tool or the corrosion assessment tool ‘spade end’. It must be done with care so that any protective coating does not get damaged.

Chafing, corrosion or damage to a rigid brake pipe so that its wall thickness is reduced by 1/3 (approximately 0.25mm for typical hydraulic brake pipe) justifies rejection, although it’s accepted that this is not easy to determine. The wall of a typical hydraulic brake pipe is around 0.75mm thick. If you are not sure whether the pipe is sufficiently deteriorated to justify rejection, you should give the benefit of the doubt.

1.1.12. Flexible brake hoses

A hose should only be considered excessively damaged or chafed if it’s severe enough to expose the reinforcement.

1.1.13. Brake linings and pads

1.1.14. Brake discs and drums

A brake disc or drum must be significantly worn before rejection is justified. Being worn below the manufacturer’s recommended limit is not a reason in itself.

1.1.15. Brake cables, rods, levers and linkages

A component such as a brake rod should be considered to be excessively worn or corroded if its diameter is reduced by more than a third.

1.1.16. Brake callipers and cylinders

1.1.17. Not in use

1.1.18. Not in use

1.1.19. Not in use

1.1.20. Not in use

1.1.21. Complete braking system

1.2. Brake performance and efficiency

1.2.1. Brake performance

You must ensure that the motorcycle is in such a condition that the test can be carried out safely.

If the primary brake tester is not suitable to test the motorcycles braking system, a full or partial decelerometer test may be appropriate. If the testing station does not have an approved decelerometer they should decline to test.

Sidecar wheels do not need to be fitted with a brake, but if one is fitted it must be tested.

Not all defects will apply depending on the equipment used.

Using a roller brake tester

Ensure that the motorcycle’s braking system is suitable for a roller brake tester. If the motorcycle or the system is unsuitable, it should be tested with a decelerometer.

Motorcycles with 2 front and/or rear wheels may need each braked wheel to be tested independently if they cannot both fit in the roller brake tester.

1. Sit on the motorcycle and locate the front wheel in the rollers of the brake tester, ensuring that the motorcycle is lined up in the straight ahead position and settled in the rollers.

2. Make sure that the roller brake tester is set to rotate in the correct direction so that the motorcycle wheel will rotate forward.

3. Start the rollers and allow the front wheel to stabilise. With the rear wheel brake fully applied (unless it’s a linked system), gradually apply the front brake until maximum effort is achieved or the wheel locks and slips on the rollers.

4. Record the reading at which the maximum braking effort is achieved and release the brake.

5. Restart the rollers if necessary and gradually increase the front brake effort to about half the maximum reading and observe the way it builds up. Hold steady and check for fluctuations. Release the brake and observe the way in which the braking effort reduces.

6. In the case of linked systems, repeat the steps 1 to 5 for each control operating the front wheel brake. However, some linked systems are designed to only work above 10km/h and will not work in a roller brake tester.

7. Repeat the procedure for the rear wheel brake and any sidecar brake fitted.

Using a plate brake tester

1. Drive the motorcycle onto the plate tester at a steady speed of around 4mph. As soon as the front wheel is on the plate’s high friction braking surface, gradually apply the front brake until maximum effort is achieved or the wheel locks and skids.

2. Note the way in which the brake effort increases and the maximum value achieved.

3. Repeat the procedure for the rear wheel brake and any sidecar brake fitted.

If a motorcycle fails any aspect of the plate brake test, you should repeat the check to confirm the result.

Using a decelerometer

If the motorcycle cannot be tested on a roller brake tester, you should carry out a decelerometer test.

You should make sure that the motorcycle is in a safe condition to conduct a decelerometer test. If you think it is not safe you should refuse to complete the test.

Before carrying out a decelerometer test on the public highway, you must ensure you have a suitable motorcycle licence and are familiar with the controls.

For motorcycles with special controls, such as for disabled use, you can let the vehicle presenter conduct the decelerometer test if he/she wishes under the observation of the tester.

Decelerometer testing is potentially hazardous. It’s important that the used road meets all of the following criteria:

• is reasonably flat and level
• has a good surface
• is suitable for brake tests in the present weather conditions
• has very little traffic

To conduct the decelerometer test:

1. Set up the decelerometer on the motorcycle in accordance with the equipment manufacturer’s instructions.

2. Ride the motorcycle on a level road at a steady speed of around 20mph (32km/h).

3. Gradually apply one brake control and come to a controlled stop. You should try to achieve only the required percentage to pass, rather than the best possible result.

4. While the motorcycle is decelerating, pay attention to the progression of application and any grabbing of the brake.

5. Record the brake efficiency from that brake control.

6. Repeat the test applying only the other brake control.

Using a floor tester (spring balance)

1. Hold the motorcycle upright in a straight-ahead position. Attach the cable from the spring balance to the front of the motorcycle using a strap around the front forks or the headstock

2. Sit on the motorcycle and apply one brake control while the assistant operates the spring balance system.

3. Record the effort required to move the motorcycle and rider forward.

4. Repeat the test applying only the other brake control.

Using a gradient tester

1. Set the platform to 30%.

2. Sit on the motorcycle with it facing ‘downhill’.

3. Apply each brake in turn and confirm that the motorcycle can be held stationary without exerting any other retarding force.

4. If the motorcycle cannot be held stationary by either control, repeat the process with the platform set to a 25% gradient.

5. If the motorcycle cannot be held stationary by only one control, repeat the process for the other control only with the platform set to a 25% gradient.

“Not tested” or “unable to be tested” should only be used where it becomes apparent during the test that the particular item cannot be tested, and this could not have been identified prior to starting the test. The reason for selecting the failure must be included in the additional information box.

1.2.2. Brake efficiency

Most motorcycles have 2 brake controls, one operating the front wheel brake and the other the rear wheel brake. One control must achieve an efficiency of at least 30% and the other control 25%.

If a wheel locks on the operation of a brake control during a roller brake test, the efficiency requirement of 30% is considered to have been met for that control. The efficiency requirement does not apply to a braked wheel on a sidecar.

If a linked or dual braking system is operated by one control, the retarding force used in the efficiency calculation is the total from all wheels operated by that control only. However, some linked systems are designed to only work above 10km/h so cannot be tested during a roller, plate or floor test. In these cases, if the motorcycle fails the brake efficiency test, a decelerometer test must be carried out.

On motorcycles with 2 front and/or rear wheels, each braked wheel will need to be tested independently if they cannot both fit in the roller brake tester. In these cases the efficiency calculation is the total from both wheels when operated by that control only.

The retardation force of a sidecar brake should not be included unless it is operated by one of the motorcycle brake controls.

Calculating brake efficiency

For the majority of motorcycles, the MOT testing service will calculate brake efficiencies automatically. However, if MTS is not working, add the brake efforts from each wheel operated by the control under test and carry out the following calculation:

If the required brake efficiency is only just met, but the tester knows that a higher performance figure is normally obtained for the motorcycle type, the motorcycle presenter should be informed.

Brake test results

Brake efforts achieved during a test should be entered on the MOT testing service as follows.

Roller brake tests:

1. Enter the combined weight of the motorcycle and the rider (tester).

2. Enter the brake effort from each control and whether ‘lock-up’ occurs. The MOT testing service will automatically calculate the brake efficiency.

3. Enter any other braking defects manually.

Plate brake tests:

1. Enter the combined weight of the motorcycle and the rider (tester).

2. Enter the brake effort from each control. The MOT testing service will automatically calculate the brake efficiency.

3. Enter any other braking defects manually.

Decelerometer tests:

1. Enter the efficiencies recorded by the meter. The MOT testing service will automatically pass or fail the brake efficiency test.

2. Enter any other braking defects manually.

Floor tests:

1. Enter the brake effort from each control. The MOT testing service will automatically calculate the brake efficiency.

2. Enter any other braking defects manually.

Gradient tests:

1. Enter the result of the brake test.

If the MOT testing service is unavailable, refer to the latest edition of the MOT testing guide.

1.3. Not in use

1.4. Not in use

1.5. Not in use

1.6. Not in use

1.7. Not in use

1.8. Brake fluid

The hydraulic brake fluid check is confined to transparent reservoirs. Reservoir caps should not be removed.

2.1. Mechanical condition

2.1.1. Not in use

2.1.2. Not in use

2.1.3. Steering linkage condition

To inspect motorcycles with steering linkage:

1. Hold the front wheel firmly between your legs.

2. Rock the steering side to side.

3. Assess any free play in the linkage.

You must distinguish relative movement due to excessive wear from relative movement due to built-in clearance or spring loading of a joint.

The presence and effectiveness of some locking devices, such as locking fluid or ‘nyloc’ nuts, cannot be easily determined. If it is not certain that a locking device is missing or ineffective, you must give the benefit of the doubt.

Unsafe modifications include:

• welded repairs
• the use of excessive heat to highly stressed components (see Appendix A)
• modifications likely to affect the roadworthiness of the motorcycle

2.1.4. Steering operation

To inspect a motorcycle’s steering operation:

1. With the wheels supporting the weight of the motorcycle, turn the steering from lock to lock.

2. Check that any adjustable steering damper is released before failing a motorcycle for excessively stiff steering.

You can conduct a road test to determine if the stability or control is adversely affected. You must let the motorcycle presenter know if the damper is released during the test.

2.2. Handlebar, forks and yokes

2.2.1. Handlebar condition

To inspect a motorcycle’s handlebar condition:

1. With the wheels supporting the weight of the motorcycle, grasp the handlebars by the grips.

2. Apply firm pressure to check for movement at the grips, clamps or any weakness of the handlebars or fork yokes.

Handlebars on some machines are rubber mounted. You might detect some movement when applying firm pressure to handlebars secured in this way.

2.2.2. Forks and yokes

To inspect a motorcycle’s forks and yokes:

1. Check that the lower steering head bearings are adjusted correctly and are in good condition by turning the handlebars from lock to lock with the front wheel on the ground.

2. Check that the upper steering head bearings are adjusted correctly and are in good condition by turning the handlebars from lock to lock with the front wheel raised clear of the ground.

3. Apply the front brake and push the handlebars forward to check the head bearings for excessive free play.

To inspect a lightweight motorcycle’s bearings for excessive play:

1. Raise the front wheel clear of the ground with an assistant.

2. Apply the front brake.

3. Lift the front of the front wheel. It may be necessary to support the centre of the motorcycle if it does not have a suitable stand.

If a motorcycle does not have a centre stand, you must use suitable equipment to raise the wheels clear of ground, one wheel at a time or both wheels at the same time. If necessary, use an assistant. Pulling a motorcycle over on its side-stand is not recommended.

Unsafe modifications include:

• welded repairs
• the use of excessive heat to highly stressed components (see Appendix A)
• modifications likely to affect the roadworthiness of the motorcycle

2.3. Not in use

2.4. Wheel alignment

You do not need to inspect the motorcycle’s wheel alignment if either the front or rear wheels have already been failed for buckling, eccentricity or damage.

A wheel clamp can be used, as long as it does not obstruct the straight edge or cord.

If the motorcycle’s wheels seem to be excessively misaligned, you can conduct a road test to assess the effect on the handling.

Some shaft driven motor bicycles and motor bicycles adapted for use with a sidecar may have a certain amount of parallel misalignment (see examples 2 and 3 in Diagram 1.).

Diagram 1. Examples of correct alignment (1), parallel misalignment (2-3) and misalignment (4)

To check a solo motorcycle’s wheel alignment:

1. Use a wheel clamp or an assistant to ensure that the front wheel is held upright and in line with the frame.

2. Place a straight edge or cord against the rear tyre parallel to it and as high off the ground as other parts will permit.

3. Estimate the gap (if any) between the straight edge or cord at the rear points where it’s opposite the front tyre.

4. Move the straight edge or cord to the other side of the motorcycle and repeat steps 2 and 3.

5. Sight along the front wheel and forks and assess any misalignment.

To check the wheel alignment on a motorcycle combination:

1. Set the steering in the straight ahead position, and place a straight edge or cord against the outer walls of the rear tyre.

2. Place a second straight edge or cord against the outer walls of the sidecar tyre and measure between the straight edges or cord at the front and rear of the combination.

3. Assess any toe-in or toe-out of motorcycle and sidecar wheels.

4. Check visually the vertical alignment of the motorcycle and sidecar.

It’s normal for motorcycle combinations to be set up in a way that is not perfectly vertically aligned.

To check the wheel alignment on a three-wheeled solo motorcycle:

Method A

1. Use an assistant to ensure the front wheels are held upright and in line with the frame.

2. Place a straight edge or cord against both side of the rear tyre parallel to it and as high off the ground as other parts will permit.

3. Assess or measure the gap between each straight edge or cord and points on the front and rear edges of the front tyres.

Method B

1. Use an assistant to ensure the front wheels are held upright and in line with the frame.

2. Place a straight edge or cord against the outer edge of both front tyres parallel to each tyre and as high off the ground as other parts will permit.

3. Assess or measure the gap between each straight edge or cord and a point on the front and rear edge of the rear tyre.

Diagram 2. Examples of Method A and Method B

4.1. Headlamps

4.1.1. Presence, condition and operation

A motorcycle or motorcycle and sidecar must be fitted with one headlamp, although additional headlamps may be fitted. Apart from headlamp security, the check only applies to mandatory lamps.

Headlamps are not needed on motorcycles that:

• are not fitted with front and rear position lamps
• have had their front and rear position lamps permanently disconnected, painted over or masked
• were first used before 1 January 1931

A motorcycle does not need a main beam headlamp if it:

• was first used before 1 January 1972 and has an engine capacity of less than 50cc
• has a maximum speed up to 30mph or 50km/h

On twin headlamp systems, one or both headlamps may operate on either beam.

Headlamps’ colour must be one of the following:

• white
• yellow
• mainly white light with a blue tinge

If the light intensity of the lamp is significantly reduced, it should be failed.

If the motorcycle does not have a battery or the battery does not have enough charge, you must run the engine to be able to inspect the headlamps.

A ‘light source’ means any bulb, LED or other means of emitting light.

You must assess damaged or repaired lamps for security, colour, light output and durability.

4.1.2. Headlamp alignment

All dipped beam headlamps must be inspected for headlamp alignment.

The type of headlamp will determine whether the aim must be checked on dipped or main beam (see Diagrams 1, 2 and 3).

You can pass a flat top or other alternative dipped beam headlamp, as long as all of the beam upper edge, including any ‘peak’ is contained within the tolerance band.

You can pass a right hand dip headlamp fitted with masks or converter kits that temporarily alter the lamp for use in the UK by removing the beam ‘kick-up’ to the right.

If a motorcycle does not have a battery or the battery does not have enough charge, you must run the engine to be able to inspect the headlamp alignment.

The light intensity may be low if the motorcycle is fitted with automatic transmission, but any hot spot can usually still be identified.

How to inspect a headlamp

Using a rail mounted headlamp aim tester:

1. Position the motorcycle on the designated headlamp aim standing area.

2. With an assistant sitting on the motorcycle in the normal riding position and holding it in an upright position, align the beam tester with the longitudinal axis of the motorcycle. Then align the centre of the collecting lens with the centre of the headlamp as per the aim tester equipment manufacturer’s instructions.

3. Determine the appropriate headlamp beam image and its aim (see Diagrams 1, 2 and 3).

4. Switch on the appropriate headlamp beam.

5. Follow the aim tester equipment manufacturer’s instructions.

Using a headlamp aiming screen:

1. Position the motorcycle on the designated headlamp aim standing area with the headlamp lens the appropriate distance away from the aiming screen, and its longitudinal centre line at a right angle to the screen.

2. With an assistant sitting on the motorcycle in the normal riding position and holding it in an upright position, align the screen’s vertical zero line with the motorcycle headlamp’s centre line.

3. Align the horizontal zero line with the horizontal axis of the headlamp using the headlamp height measuring equipment.

4. Determine the appropriate headlamp beam image and its aim (see Diagrams 1, 2 and 3).

5. Switch on the appropriate headlamp beam and check the aim on the screen.

For complex lens systems - meaning those that have more than one lamp behind a single lens - make sure the test equipment is aligned exactly on the centre of the dipped beam pocket.

You must not carry out repairs during an MOT test, but you can make minor adjustments to the headlamp aim.

European type - check on dipped beam

European type lamps have an asymmetric dipped beam pattern with:

• a horizontal cut-off on the right
• a wedge of light above the horizontal towards the left, known as the ‘kick up’

European type lamps might have a European approval mark, usually a letter ‘E’ in a circle or an ‘e’ in a rectangle.

For a European type lamp to pass, you must make sure:

• any ‘kick up’ is visible on the screen
• the beam image horizontal cut-off is between 0.5% and 2.75% below the 0% horizontal line (for headlamps with centres at 850mm or less from the ground)
• the beam image horizontal cut-off is between 1.25% and 2.75% below the 0% horizontal line (for headlamps with centres more than 850mm from the ground)
• white light does not show in the zone formed by the 0% vertical and 0.5% horizontal line

Diagram 1. Criteria for European beam headlamp aim

British American headlamp - check on main beam

Check British American type headlamps on main beam if they have:

• a symmetrical main beam pattern with a central area of maximum intensity (‘hot spot’)
• a circular lens which might be marked with a figure ‘1’ followed by an arrow indicating the direction of dip

You must fail a British American type lamp if its ‘hot spot’ centre is any of the following:

• above the horizontal 0% line
• below the horizontal 2% line (for headlamps with centres at 850mm or less from the ground)
• below the horizontal 2.75% line (for headlamps with centres more than 850mm from the ground)
• to the right of the vertical 0% line
• to the left of the vertical 2% line

For a British American type lamp to pass, you must also make sure the brightest part of the image moves downwards when the lamp is dipped.

Diagram 2. British American headlamp - Main beam image

Check the position of the centre of the area of maximum intensity (‘hot spot’)

British American headlamp - check on dipped beam

Check British American headlamps on dipped beam if they have:

• an asymmetric dipped beam pattern which when correctly aimed has a flat-topped area of high intensity extending above and parallel with the horizontal 0% line on the nearside
• a circular lens marked with the figure 2 (it might also have an arrow showing the direction of dip)

You must fail this lamp if the upper edge of the ‘hot spot’ is:

• above the horizontal 0% line
• below the horizontal 2.75% line

You must fail this lamp if the right-hand edge of the ‘hot spot’ is:

• to the right of the vertical 0% line
• to the left of the vertical 2% line

Diagram 3. British American headlamp - Dipped beam image

“Not tested” or “unable to be tested” should only be used where it becomes apparent during the test that the particular item cannot be tested, and this could not have been identified prior to starting the test. The reason for selecting the failure must be included in the additional information box.

4.1.3. Switching

All headlamps must light up immediately when they’re switched on.

Some motorcycles do not have a headlamp ‘on’ switch and the headlamps light up automatically when the ignition is switched on or the engine is started.

Headlamps must switch immediately between main beam and dipped beam when you operate the dip switch.

On twin headlamp systems one or both headlamps can operate for dipped or main beam.

Operating the dip switch must do one of the following:

• extinguish all main beam headlamps and leave on at least one dipped-beam headlamp
• deflect the main beams to make them dipped beams

Dipped beam headlamps can remain on or switch off when main beam is selected.

Headlamps are not needed on motorcycles first used before 1 January 1931. However, if one is fitted make sure it dips. If 2 are fitted make sure that they do one of the following:

• both headlamps dip
• one headlamp dips and the other headlamp switches off

4.1.4. Compliance with requirements

A motorcycle or motorcycle and sidecar must be fitted with one headlamp, although additional headlamps may be fitted.

Headlamps are not needed on motorcycles that:

• are not fitted with front and rear position lamps
• have had their front and rear position lamps permanently disconnected, painted over or masked
• were first used before 1 January 1931

A motorcycle does not need a main beam headlamp if it:

• was first used before 1 January 1972 and has an engine capacity of less than 50cc
• has a maximum speed up to 30mph or 50km/h

On twin headlamp systems, one or both headlamps may operate on either beam.

The colour of the light that headlamps emit must be one of the following:

• white
• yellow
• mainly white light with a blue tinge

If the light intensity of a mandatory headlamp is significantly reduced, it should be failed.

If the motorcycle does not have a battery or the battery does not have enough charge, you must run the engine to be able to inspect the headlamps.

A ‘light source’ means any bulb, LED or other means of emitting light.

You must assess damaged or repaired lamps for security, colour, light output and durability.

4.2. Front and rear position lamps

4.2.1. Presence, condition and operation

All mandatory front and rear position lamps must be inspected.

Position lamps are not testable on motorcycles if they are:

• not fitted or have been removed
• permanently disconnected
• painted over or masked

A solo motorcycle can have one or two front and rear position lamps.

These lamps must be:

• mounted centrally - if there’s one lamp
• mounted one above the other on the centre line - if there’s 2 lamps
• mounted symmetrical about the centre line - if 2 are mounted side by side

Front and rear position lamps can be incorporated with the direction indicator lamps. The position lamp on the same side of the direction indicator may or may not switch off when the indicator is switched on.

A daytime running lamp (DRL) can function as a front position lamp. The DRL may or may not switch off or dim when the headlamps are switched on and the engine is running.

A motorcycle (with or without a sidecar) fitted with a headlamp need not have a front position lamp. However, one must be fitted to the sidecar if a sidecar is fitted.

A motorcycle (with or without a sidecar) must have a rear position lamp. If a sidecar is fitted then the sidecar must be fitted with a rear position lamp.

You must assess damaged or repaired lamps for security, colour, light output and durability.

4.2.2. Switching

All position lamps must light up simultaneously when switched on.

Front and rear position lamps may be incorporated with the direction indicator lamps. The position lamp on the same side of the direction indicator may or may not switch off when the indicator is switched on.

If a motorcycle has a separate registration plate lamp, it must light up simultaneously with position lamps.

4.2.3. Compliance with requirements

All lamps

All mandatory front and rear position lamps must be inspected.

You do not need to inspect the precise position of lamps, but you should check visually that the lamps appear to meet the position requirements.

You must assess damaged or repaired lamps for security, colour, light output and durability.

Switch on the position lamps and operate all the other lamps in turn. Check if the position lamps are adversely affected.

Position lamps

A motorcycle fitted with a headlamp does not need to have a front position lamp.

If a motorcycle is fitted with front position lamps, they can emit one of the following:

• white light
• amber light
• mainly white light with a blue tinge

Rear position lamps must be red.

A solo motorcycle can have one or two front and rear position lamps.

A motorcycle and sidecar can be fitted with a yellow headlamp on the motor bicycle and a white front position lamp on the side car.

A sidecar must have a front position lamp.

A motorcycle and sidecar must have:

• 2 front position lamps
• 2 rear position lamps

Front and rear position lamps may be incorporated with the direction indicator lamps. The position lamp on the same side of the direction indicator may or may not switch off when the indicator is switched on.

A headlamp or a daytime running lamp (DRL) can function as a front position lamp. The DRL may or may not switch off or dim when the headlamps are switched on and the engine is running.

4.3. Stop lamps

4.3.1. Presence, condition and operation

All stop lamps must be inspected. If you do not think the stop lamp is connected, you do not need to test it.

Stop lamps are not needed for motorcycles that:

• do not have front and rear position lamps
• have had front and rear position lamps permanently disconnected, painted over or masked
• cannot exceed 25mph
• was first used before 1 January 1936
• was first used before 1 April 1986 and has an engine capacity of less than 50cc

Motorcycles, with or without a sidecar, can have one or two stop lamps.

Additional stop lamps, over and above the requirements, must be tested. However, if you are not certain that they are connected, you should give the benefit of this doubt.

If a motorcycle does not have a battery or the battery does not have enough charge, you must run the engine to be able to inspect the stop lamps.

A ‘light source’ means any bulb, LED or other means of emitting light.

You must assess damaged or repaired lamps for security, colour, light output and durability.

4.3.2. Switching

Motorcycles first used on or after 1 April 1986 must have a stop lamp that switch on from both brake controls. However, a small number of motorcycles first used from this date were approved with the stop lamp switching on by only one control. You should fail the stop lamp only if you are certain that it was originally manufactured to switch on from both controls.

All stop lamps should light up immediately when the brake is applied and switch off immediately the brake is released.

Additional stop lamps, over and above the mandatory requirements, must be tested. However, if there is doubt as to whether they are connected, the benefit of this doubt should be given.

4.3.3. Compliance with requirements

You must test all stop lamps.

Stop lamps are not needed on motorcycles that:

• do not have front and rear position lamps
• have front and rear position lamps permanently disconnected, painted over or masked

Solo motorcycles and a motorcycle and sidecar need to have only one stop lamp.

The stop lamp should be mounted on the centre line or to the offside of the motorcycle, disregarding any sidecar fitted.

Additional stop lamps, over and above the mandatory requirements, must be tested. However, if you are not certain that they are connected, you should give the benefit of the doubt.

Stop lamps must emit a steady red light.

You must assess damaged or repaired lamps for security, colour, light output and durability.

Switch on the stop lamps and operate all the other lamps in turn to see if the stop lamps are adversely affected.

4.4. Direction indicators

4.4.1. Presence, condition and operation

You must inspect all direction indicators.

Direction indicators are not needed for motorcycles that:

• do not have front and rear position lamps
• have front and rear position lamps permanently disconnected, painted over or masked
• cannot exceed 30mph / 50kph
• was first used before 1 August 1986
• are ‘off road’ motorcycles designed to carry only the rider
• are ‘off road’ motorcycle and sidecar designed to carry the rider and one passenger in the sidecar

‘Off road’ motorcycles are constructed or adapted primarily for use off road. For example, their tyres, suspension or ground clearance have been adapted for off road use.

Direction indicators must emit amber light, except motorcycles first used before 1 September 1965 can have white front indicators and red rear indicators.

A ‘light source’ means any bulb, LED or other means of emitting light.

You must assess damaged or repaired lamps for security, colour, light output and durability.

Direction indicators that function sequentially/dynamically are not to be considered a reason to fail.

4.4.2. Switching

Check that the director indicator switch is secure, can be used from the normal riding position, and works as intended.

4.4.3. Compliance with requirements

You must inspect all direction indicators fitted.

Direction indicators must emit an amber light, except motorcycles first used before 1 September 1965 can have white front indicators and red rear indicators.

Switch on the direction indicators and operate all the other lamps in turn to see if the direction indicators are adversely affected.

The position lamp on the same side of the direction indicator may or may not switch off when the indicator is switched on.

Some motorcycles have direction indicators combined with the position lamps. In these cases the position lamp does not have to switch off when the relevant direction indicator is switched on.

The precise position of direction indicators are not part of this inspection, but they must be on each side of the longitudinal axis of a solo machine. If a sidecar is attached, the indicators must be on opposite sides of the combination.

Mandatory direction indicators must have minimum separation distances between the illuminating surfaces of:

• mopeds (Category L1) - 240mm at the front and 160mm at the rear
• solo motorcycles - 240mm at the front and 180mm at the rear
• motorcycle and sidecar - 400mm at both front and rear

There is no requirement to measure the separation distance and they should only be rejected if the separation distance is obviously incorrect.

You must assess damaged or repaired lamps for security, colour, light output and durability.

Direction indicators that function sequentially/dynamically are not to be considered a reason to fail.

4.4.4. Flashing frequency

Indicators must flash between 60 and 120 times per minute.

4.5. Not in use

4.6. Not in use

4.7. Rear registration plate lamp

4.7.1. Presence, condition and operation

You must inspect all motorcycles fitted with front and rear position lamps.

The rear registration plate must be lit. Most motorcycles will light the registration plate with a rear position lamp, but some will use a separate registration plate lamp.

Some registration plate lamps may be fitted behind the number plate.

Some mopeds might not have a registration plate lamp.

4.7.2. Compliance with requirements

You must inspect all motorcycles fitted with front and rear position lamps.

Registration plate lamps must switch on at the same time with the position lamps.

4.8. Rear reflectors

4.8.1. Presence, condition and operation

You must only inspect the one mandatory rear reflector on a solo machine, or 2 on a motorcycle combination.

Motorcycles must have one red reflector aligned to the longitudinal centre line and positioned to reflect squarely to the rear. On motorcycle and sidecar, the sidecar must also have a reflector fitted towards the outer side and positioned to reflect squarely to the rear.

Rear reflectors are not needed on motorcycles that:

• do not have front and rear position lamps fitted
• have such lamps permanently disconnected, painted over or masked

Reflective tape is not an acceptable substitute for a rear reflector.

4.8.2. Compliance with requirements

You must inspect mandatory rear reflectors.

Motorcycles must have one red reflector aligned to the longitudinal centre line and positioned to reflect squarely to the rear. On motorcycle and sidecar, the sidecar must have a reflector fitted towards the outer side and positioned to reflect squarely to the rear.

Rear reflectors are not needed on motorcycles without front and rear position lamps or have such lamps permanently disconnected, painted over or masked.

Reflective tape is not an acceptable substitute for a rear reflector.

4.9. Direction indicator tell-tale

4.9.1. Condition and operation

You must inspect motorcycles fitted with direction indicators.

A tell-tale is not needed if a direction indicator on each side of the motorcycle can be seen from the riding position. A direction indicator tell-tale can be audible or visual.

5.1. Wheel bearings

5.1.1. Not in use

5.1.2. Not in use

5.1.3. Wheel bearings

To assess the wheel bearings:

1. With each wheel raised clear of the ground, including any sidecar wheel, rock the wheel by hand to check for excessive play in the wheel bearings.

2. Spin the wheel and listen for roughness in the bearings.

5.2. Wheels and tyres

5.2.1. Road wheel security

Check that each wheel, including any sidecar wheel and its associated fixings are present and secure. Also check the condition of each wheel hub.

5.2.2. Road wheel condition

Check the roadwheels fitted to the motorcycle and any sidecar.

Spare wheels are not included in the inspection, but you should tell the presenter if you notice a defect.

The maximum lateral rim distortion (run out or buckling) limits are:

• 4mm for steel rims
• 2mm for aluminium alloy rims (cast or fabricated)

The maximum eccentricity is 3mm for all types of rim.

Measurements should be taken from a machined surface in the case of cast aluminium alloy rims.

5.2.3. Tyres

Spare tyres are not included in the inspection, but you should tell the presenter if you notice a defect.

Size and type

The aspect ratio of a tyre is included in the size marking. For example, a 170/55R17 has an aspect ratio of 55%. On motorcycles with twin front or rear wheels, check that each tyre on the ‘axle’ is the same size and structure.

Examples of an unsuitable tyre are:

• a sidecar or car tyre on a solo motorcycle - sidecars may be fitted with either car or motorcycle type tyres
• a tyre specifically designed for front wheel use fitted to the rear wheel
• a bias belted tyre fitted to the front with a cross-ply tyre fitted to the rear
• a radial tyre fitted to the front and a cross-ply or bias belted tyre fitted to the rear.

Additionally, motocross tyres, tyres designated by their manufacturer as racing tyres and tyres marked ‘NHS’ or ‘NOT FOR HIGHWAY USE’ on the sidewall are also unsuitable, unless the tyre sidewall is marked with:

• an ‘E’ in a circle
• an ‘e’ in a rectangle
• JIS (Japanese industry standard)
• DOT (American standard)

Motocross tyres are deemed to be those where the space between tread blocks is substantially greater than the size of the blocks themselves.

Directional tyres must be fitted as instructed on the sidewall. They may use arrow and/or words to indicate the direction of forward rotation.

Condition and fitment

You must reject a tyre if:

• it’s damaged to the extent that the ply or cord is exposed
• it has a lump, bulge or tear caused by separation or partial failure of its structure
• the tread rubber is lifting

On a radial ply tyre, you should take care to distinguish between normal undulations in the carcass, resulting from manufacturing, and lumps or bulges caused by structural deterioration.

When assessing cuts in a tyre, you can use a blunt instrument to open a cut to check whether the cut is deep enough to reach the ply or cord. You should take care not to cause further damage.

When assessing a cut in a tyre, you must reject the tyre if:

• ply or cord can be seen without touching the tyre
• exposed ply or cord can be seen - irrespective of the size of the cut - by folding back rubber or opening a cut with a blunt instrument
• cords can be felt but not seen when a cut more than 25mm or 10% of the section width - whichever is the greater - is opened with a blunt instrument

Before failing a tyre due to being able to feel the cords in a cut, you must ensure that you can feel the cords and not some other object. If you are not sure, then you should pass and advise.

Loose or missing tyre security bolts are not a defect, if you notice them you should tell the presenter.

Tread depth

A tread pattern is the combination of plain surfaces and grooves extending across the breadth of the tread and around the entire circumference. It excludes any tie-bars, tread wear indicators, or features designed to wear out substantially before the remainder of the pattern, and other minor features.

Grooves containing tread wear indicators (TWI) or grooves cut as deep as those containing the wear indicators when new, are considered to be primary grooves. Other grooves or sipes that are not cut as deep as the primary grooves are secondary grooves and do not need to be considered when assessing tread depth.

The ‘breadth of tread’ is the part of the tyre which can contact the road under normal use, including cornering.

The tread pattern must:

• be visible over the whole tread area
• have a depth of at least 1.0mm throughout a single band of at least 3/4 over any section of the breadth of tread round the entire outer tyre circumference

The whole tread width must have at least 1.0mm deep tread if the original tread pattern did not extend beyond 3/4 of the tyre width when new.

The continuous band of 1mm tread depth over 3/4 of the breadth of tread does not have to run parallel to the tyre centre line (see Diagram 1).

Motorcycles with an engine capacity not greater than 50cc do not need to have 1mm of tread. However, they must have a visible tread pattern around the entire circumference and across the whole breadth of the tread.

Diagram 1. Example of tyre tread area, depth and width

5.3. Suspension

5.3.1. Springs

Some motorcycles are not fitted with rear suspension.

Unsafe modifications include:

• welded repairs
• the use of excessive heat to highly stressed components (see Appendix A)
• modifications likely to affect the roadworthiness of the motorcycle

5.3.2. Shock absorbers

A missing shock absorber should only be rejected if they were fitted as standard.

On most motorcycles front shock absorbers will be incorporated into front forks.

Some smaller motorcycles are not fitted with shock absorbers on the front suspension.

If twin shock absorbers are fitted and they do not seem to be equally adjusted, you should inform the presenter.

On motorcycles with anti-dive front suspension which restricts front suspension movement when the brake is applied, it may be necessary to place the front wheel against a wall when checking the effectiveness of the shock absorber(s).

Light misting on a suspension shock absorber causing thin film of fluid is not considered a defect.

Rubber fork gaiters may be pulled back to assess oil leakage from a shock absorber if it’s possible to do without dismantling or damage. You must make sure to refit them correctly.

5.3.3. Suspension arms, rods, linkage etc.

Some motorcycles are not fitted with rear suspension.

To fully access rear suspension components it may be necessary to remove side panels or the seat to carry out a full examination.

With mono-shock type suspension some linkage movement may be observed when the rear suspension is ‘hanging’.

On machines without a centre stand, suitable equipment must be used to raise the wheels clear of the ground, either independently or simultaneously, using an assistant where necessary. Pulling a motorcycle over on its side-stand is not recommended.

The machine should be jacked so that the wheels are hanging free.

Some fork arrangements rely on the bracing incorporated in the mudguard fixings to maintain their alignment. If a mudguard is insecurely fixed to the forks, it may adversely affect the handling of the machine.

Unsafe modifications include:

• welded repairs
• the use of excessive heat to highly stressed components (see Appendix A)
• modifications likely to affect the roadworthiness of the motorcycle

Guidance on assessing corrosion is given in Appendix A

5.3.4. Suspension joints, pins and bushes

Some motorcycles are not fitted with rear suspension.

To fully access rear suspension components it may be necessary to remove side panels or the seat to carry out a full examination.

With mono-shock type suspension some linkage movement may be observed when the suspension is in an abnormal position.

The condition of suspension pins, bushes, mountings and ball joints should be checked by attempting to move the suspension from side to side and up and down with the wheels raised and resting on hardstanding.

6.1. Frame and attachments

6.1.1. Frame condition

The main load bearing structure of the frame includes any sidecar frame and its attachment brackets. It does not include sections that only support components such as footrests, lamps or mudguards.

You may have to remove panels or raise the seat to be able to fully examine the structure.

If the engine is a stressed member of the frame, the engine mounting brackets should be checked (see Section 6.1.8).

You must visually assess the condition of the frame for corrosion and damage. If you notice corrosion, use finger and thumb pressure to check the extent of the corrosion and, if necessary, carefully scrape or lightly tap the affected areas with the corrosion assessment tool. Take care not to further damage the frame.

Find further guidance on assessing corrosion and methods of repair in Appendix A of this manual.

6.1.2. Exhaust system

You must inspect all motorcycles with an internal combustion engine, including hybrid motorcycles.

A minor exhaust leak from, for example, a connection joint or a pinhole does not justify rejection.

Exhaust noise is assessed under Section 8.1.1.

6.1.3. Fuel system

You must inspect all motorcycles with an internal combustion engine or a hydrogen fuel cell.

If you cannot gain access to the fuel filler cap, see ‘refusal to test’ in the Introduction to this manual.

6.1.4. Not in use

6.1.5. Not in use

6.1.6. Not in use

6.1.7. Transmission

You must inspect:

• drive chains and sprockets
• drive belts and pulleys

Make sure that a drive chain intended to be fitted with a horseshoe locking device has that device fitted with the closed end in the direction of rotation.

6.1.8. Engine mountings

You must inspect engine mountings on motorcycles which use the engine as a stressed member of the structure.

6.2. Seats and riding controls

6.2.1. Not in use

6.2.2. Not in use

6.2.3. Not in use

6.2.4. Not in use

6.2.5. Rider’s seat

6.2.6. Pillion seat

This inspection does not include sidecar seats.

If there is an optional cowl replacing or covering the pillion seat at the time of test, you should consider it to be a single seat motorcycle.

6.2.7. Clutch and throttle controls

A throttle friction device is permitted unless it impairs the throttle operation.

A throttle does not have to automatically return to the idle position.

6.2.8. Not in use

6.2.9. Not in use

6.2.10. Not in use

6.2.11. Not in use

6.2.12. Footrests

Single seat motorcycles do not need pillion footrests. If there’s an optional cowl replacing or covering the pillion seat at the time of test, you should consider it to be a single seat motorcycle.

Some motorcycles first used on or after 14 June 1993 which are designed to carry a passenger may not be fitted with pillion footrests. Instead, they are fitted with hand holds attached to the frame or seat. Refer to the owner’s handbook if available.

7.1. Not in use

7.2. Not in use

7.3. Not in use

7.4. Not in use

7.5. Not in use

7.6. Not in use

7.7. Audible warning (horn)

An audible warning must be loud enough to be heard by other road users.

It must not be:

• gong
• bell
• siren
• more than one tone

Motorcycles first used on or after 1 August 1973 must emit a continuous or uniform sound that is not harsh or grating.

Motorcycles first used before 1 August 1973 can have a bulb horn as the audible warning.

You must run the engine of a motorcycle with an electrically operated horn if a battery is not fitted or is insufficiently charged.

8.1. Noise

8.1.1. Exhaust noise

If possible, you should assess the exhaust noise by revving the engine to approximately half the maximum engine speed. The engine should be warm before you carry out this check.

It is not possible to rev the engine on twist and go type motorcycles.

The exhaust system and silencer should be in such condition, or of such a type, that the noise emitted from the motorcycle is not clearly unreasonably above the level expected from a similar motorcycle with a standard silencer in average condition.

1. Introduction

The effect of corrosion on the safety of a motorcycle is a difficult matter to resolve since it depends not only on the extent of the corrosion but also on the function of the section where corrosion is found.

A small amount of corrosion which substantially weakens an important component or part of the structure would make the motorcycle unsafe, whilst significant corrosion of a less important part may be acceptable.

2. Corrosion assessment

You should identify the important load bearing members and highly stressed parts of the motorcycle such as the frame, suspension components and reaction brackets. Then determine whether any of these parts are excessively corroded, firstly by visual inspection and then by applying pressure with finger and thumb.

If necessary, the corrosion assessment tool should be used to assess the extent of any corrosion by carefully scraping or lightly tapping the affected areas.

The corrosion assessment tool should be only used to ensure that the failure criteria are met, and not for poking or heavily scraping the corroded areas.

Excessively corroded metal, or metal treated with filler, emits a duller sound than unaffected metal. You must not hit or use a sharp instrument to probe at the frame or components.

3. Failure criteria

After determining the extent of the corrosion, you must use your experience to judge whether the degree or position of the corrosion has significantly affected the strength of the part, considering remaining amount of sound metal.

You must consider if the corrosion is likely to make the motorcycle dangerous to use on the road under any condition of use, such as fast cornering, use on uneven ground and emergency braking.

Structural corrosion should not be regarded as defective if you consider the motorcycle safe to use. However, you should advise the owner of the presence and location of the corrosion.

If the corrosion has severely reduced the strength of a certain component, you can refuse to carry out a brake test. See ‘Refusal to test’ in Introduction.

4. Highly stressed components

The severity of general or local corrosion in highly stressed components, such as suspension arms, rods and levers can be assessed by lightly tapping or scraping with the Corrosion Assessment Tool.

In places inaccessible to the Corrosion Assessment Tool, an alternative blunt instrument may be used. A highly stressed component should be rejected if corrosion has resulted in serious reduction in the overall thickness of the material, or has caused a hole or split.

Welded repairs to highly stressed components are not normally acceptable, other than where the component is made up of sections that are welded together. In these cases the repair should appear to be as strong as the original design.

5. Acceptable methods of repair

It’s essential that repairs to structural components are properly carried out and appear to be as strong as the original structure. Suitable materials of appropriate gauge or thickness must be used and any plating or welding extends to a sound part of a load bearing member.

6. Unacceptable methods of repair

Gas brazing, soldering, adhesive bonding, fibre reinforcement and body filler are bonding processes and are not regarded as strong enough for repairs to load bearing members, although they are normally adequate for other repair work.

Brazing, bonding and riveting are only acceptable when used by the motorcycle manufacturer. The standard of any such repair must be comparable to the original strength of the component.

Sometimes it’s difficult to identify the repair method, especially after the repair has been covered in paint or underseal. If you are not sure what the method of repair is, you should pass and advise.

7. Repairs to non-metallic load-bearing structures

Non-metallic materials, such as carbon fibre, may be used for load bearing structures and highly stressed components, such as a swinging arm. Repairs to non-metallic materials are not usually acceptable.

8. Component replacement made of different materials

If a component has been replaced with one made from a different material, you should consider whether the replacement component is strong and stiff enough to perform its intended function.

If you are not sure about the effect of the modification, you should pass and advise.

1 April 2026 published amendments

24 June 2025 published amendments

6 February 2023 published amendments

2 March 2022 published amendments

26 August 2021 published amendments

22 March 2021 published amendments

11 January 2021 published amendments

24 September 2019 published amendments