PENGUJIAN

KENDARAAN BERMOTOR

Dr. Ir. ZAINAL ARIFIN, MT.

PUSTRAL UGM
 THE CURRENT SITUATION OF
LAND TRANSPORTATION IN INDONESIA

TRAFFIC CONGESTION

EMISSIONS CAUSED FROM NEED TO HANDLED

MOTOR VEHICLE BY REGULATION,
INFRASTRUCTURE,
TRAFFIC ACCIDENTS HUMAN RESOURCES

ENERGI
 THE CURRENT SITUATION OF
LAND TRANSPORTATION IN INDONESIA

SOLUSI
SOLUSI

Fuel Technology Inspection + Traffic

Standards
Imrpovement Improvement maintenance Management
 THE CURRENT SITUATION OF
LAND TRANSPORTATION IN INDONESIA

STANDARD
EMISSIONS CAUSED FROM

VEHICLE INSPECTION
TRAFFIC ACCIDENTS

MOTOR VEHICLE

TECHNOLOGY

REGULATION
 DASAR HUKUM
1. Undang-Undang Nomor 14 Tahun 1992 tentang Lalu
Lintas dan Angkutan Jalan.
2. Peraturan Pemerintah Nomor 44 Tahun 1993 tentang
Kendaraan dan Pengemudi.
3. Keputusan Menteri Perhubungan Nomor KM 63 Tahun
1993 tentang Ambang Batas Laik Jalan Kendaraan
Bermotor, Kereta Gandengan, Kereta Tempelan, Rumah-
rumah, Bak Muatan dan Komponen-komponennya.
4. Keputusan Menteri Perhubungan Nomor 71 Tahun 1993
tentang Pengujian Berkala Kendaraan Bermotor.
5. Keputusan Menteri Perhubungan Nomor KM 72 Tahun
1993 tentang Perlengkapan Kendaraan Bermotor.
6. Keputusan Menteri Perhubungan Nomor KM 37 Tahun
2002 tentang Persyaratan Teknis Sabuk Keselamatan.
 DASAR HUKUM (Lanjutan)
8. Keputusan Menteri Perhubungan Nomor KM 9 Tahun 2004 tentang
Pengujian Tipe Kendaraan Bermotor.

9. Keputusan Menteri Perhubungan Nomor KM 14 Tahun 2007 tentang

Kendaraan Pengangkut Peti Kemas di Jalan.

10. Keputusan Menteri Negara Lingkungan Hidup No. 141/2003 tentang Ambang
Batas Emisi Gas Buang Kendaran Bemotor Tipe Baru dan Kendaraan
Bermotor yang Sedang Diproduksi (current production).

11. Keputusan Menteri Negara Lingkungan Hidup No. 5/2006 tentang Ambang
Batas Kendaraan Bermotor Lama.

12. Keputusan Dirjen Perhubungan Darat No. 1076/2005 tentang Kompetensi

Penguji Kendaraan Bermotor.

13. Keputusan Dirjen Perhubungan Darat No. 2752/2006 tentang Pedoman

Teknis Buku Uji Berkala dan Tanda Uji Berkala Kendaraan Bermotor serta
Tanda Samping Kendaraan Bermotor.
PENGUJIAN KENDARAAN BERMOTOR

LINGKUNGAN REGULASI
STANDAR MUTU
HIDUP NASIONAL
PENGUJIAN
INTERNASIONAL

PENGUJIAN KELAIKAN TEKNIS

SAFETY KBM
KBM

PUBLIC PERKEMBANGAN TEKNOLOGI ALAT

SERVICES TEKNOLOGI KBM UJI KBM
 EMISSION REGULATION UNDER UN-WP29
ORGANIZATION

UN GRPE Working Party on Pollution and Energy

Inland
Inland GRB Working Party on Noise
transport
transport
committee
committee

GRSG Working Party on General Safety Provisions

WP29
WP29
GRRF Working Party on Brakes and Running Gear

GRE Working Party on Lighting and Light-signaling

GRSP Working Party on Passive Safety

Source : GAIKINDO
 PERSYARATAN TEKNIS KENDARAAN
BERMOTOR

MOTOR VEHICLE

POWER DENSITY &

CHASSIS DRIVEABILITY POWER TRAIN CONTROL SYSTEM
STORAGE DENSITY

ROLLING RESISTANCE, CLUTCH, TRANSMISSION,

LOAD, VIBRATION, STEERING, SUSPENSION, BRAKE,
DRAG RESISTANCE, ECONOMIC EFFICIENCY DIFFERENTIAL, PROPELLER
CORROTION SHAFT, AXL, W HEEL - TYRE
LAMP, W IND SHIELD, INSTRUMENT
CLIMBING RESISTANCE

ABLE TO ASCEND GRADIENTS ENVIRONMENTAL

ACCLERATE
CRUISING COMPATIBILITY

FLEXIBILITY IN
OPERATION
 PENGUJIAN KENDARAAN BERMOTOR
M AN U F AC T U R E R P E M E R IN T AH

D E S IG N -
R E G U L AS I
R AN C AN G B AN G U N

AT P M

PRO DUKSI

T E C H N IC AL -
AM B AN G B AT AS K E S E L AM AT AN
S P E C IF IC AT IO N

L IN G K U N G AN H ID U P

K E AM AN AN

K E N Y AM AN AN
 PENGUJIAN KENDARAAN BERMOTOR

L IN G K U N G AN S T AN D AR M U T U
H ID U P R E G U L AS I
N AS IO N AL
IN T ER N ASIO N AL
P EM ER IK SAAN , PE N G U K U R AN ,
K E AM AN AN P EN G U JIAN

 E m isi g as b uang
 K eb ising an
P EN G U JIAN  E fisiensi sistem rem
K E L AIK AN
K E SE L AM AT AN K E N D AR AAN  K incup ro d a d ep an
T E K N IS
BERMOTOR  T ing kat suara klakso n
 p ancar d an arah sinar lam p u
 R ad ius p utar
 Alat p enunjuk kecep atan
K E N Y AM AN AN  K ekuatan, K ed alam an alur b an
luar
P ER K EM B AN G AN
TEKNOLOGI
K E N D AR AAN
P EL AY AN AN

ALAT UJI
LINE PENGUJIAN KENDARAAN BERMOTOR
LINE PENGUJIAN KENDARAAN BERMOTOR
 ALAT UJI
External Inspection & Confirmation of Identity

 Pemeriksaan secara
visual terhadap
kelengkapan kendaraan
 Peralatan manual
menggunakan palu
kecil
 ALAT UJI
Vehicle Performance Inspection

 Brake tester and inspection

 Headlight inspection
 Speedometer inspection
 Sideslip inspection
 Noise measurement
 Vehicle weight
measurement
 1. Side Slip Tester
This equipment measures the amount of side slip of the wheels
created when the vehicle is traveling, in order to determine if the
front wheels are correctly aligned or not.

FAILURE BUZZER FAILER LAMP

FAILER LAMP INDICATOR
INDICATOR
POWER LAMP
POWER SWITCH
FAILURE BUZZER

STEP PLATE STEP PLATE

Measuring side slip
(1) Only front wheel toe-in without camber
Axle Shrinkage due to Toe-in Step plate Side slip due to Wheel Side Slip
L'

P' P'

l'

P
P

l
L
Amount of Contraction Xt = l - l' L -L' = Xt
Xt
Amount of side slip St =
2
(2) Only front wheel camber without toe-in

Axle Expansion due to Camber

l'
P' Amount of Expansion Xc = l - l'

Xc
Amount of side slip St =
2

P The side slip due to the camber and

the slide slip due to the toe-in are
working in mutually opposite
directions, side slip can be
l minimized by selecting a suitable
camber and toe-in.
Measuring camber, caster, and kingpin angle

Stop the vehicle on a level floor surface

and measure the camber, caster, and
kingpin angle with a camber-caster-
kingpin gauge (magnet type). Before
taking measurements, adjust the tire air
pressure and the steering and wheel
bearing play to their proper values.
2. Brake Tester (Braking Force Meter)

[Speed at initial braking and stopping distance]

Maximum speed Speed at initial braking Stopping distance

(km/h) (km/h) (m)

Above 80 50 At least 22
Between 35 and 80 35 At least 14
Between 20 and 35 20 At least 5
Below 20 Maximum speed in this range At least 5

STOPPING DISTANCE: SPEED AT INITIAL

AT LAST 22m BRAKING: 50km/h

E
/ 5 G RAD 1m
1

STOP 5m
POSITION
PARKING BRAKE PERFORMANCE
Braking force when wheels are turning

d
F = (P - Po) b
D

F: braking force working on tire tread surface (kg)

P P: brake pedal depressing force (kg)
Po: depressing force when brakes start to grab (kg)
D D: wheel outside diameter (m)
d: Brake drum diameter (m)
F b: value determined by brake mechanism (brake
drum and brake lining gap friction coefficient )
Braking force when the wheels are locked

F' = µW

F': braking force working on tire tread (kg)

W: vehicle weight (kg)
µ: tire and road surface friction coefficient
W
µ

F'
Braking force and stopping distance

1 2 W + Wƒ 1
S= V + Vt n
254 F 3 .6

(W + Wƒ)V 2 V
= +
254F 3 .6

S : stopping distance (m)

V : speed at initial braking (km / h)
F : sum of braking forces on all wheels (kg)
W : vehicle weight (kg)
Wƒ : rotating parts equivalent weight (kg)
t n : free travel time (0.1 sec)
3. Speedometer Tester
Speedometer error stipulation

(1) For a vehicle traveling on a level paved road at a speed

greater
than 35km / h, the speedometer error shall be no more than
plus 15% or minus 10%.
(2) The play of an analog type speedometer indicator shall be no
more than plus or minus 3km / h under the conditions
described in the previous Item. (2)
(1)

+15%~-10% 3km/h
Measuring speedometer error

-6
V = L × N × 60 × 10
V: roller peripheral speed (km / h)
L: roller circumference (mm)
N: roller number of revolution (rpm)

1,149.5rpm

[Example]
580mm
V = 580 × 1,149.5 × 60 × 10 -6 = 40km/h
4. Headlight Tester

To drive a vehicle safely at night,

the vehicle headlamp brightness
(luminous intensity) and beam
direction (optic axis deflection) must
be properly adjusted.
A headlight tester is required to test
the headlamp brightness and beam
direction.
Light and headlamps

Light measurement units

Luminous intensity (cd)

Illuminance (lx)
 Luminous intensity and illuminance

Luminous intensity
Illuminance =
(Distance)2

3m
2m
1m
LIGHT SOURCE 10m
20,000 cd
20,000
20,000 lx = 200 lx
10 2
20,000
= 5,000 lx
22
 Headlamp characteristics

ANGLE

ANGLE (a)Luminous intensity distribution

This refers to the distribution of brightness expressed
by the equiluminous curves.

ILLUMINANCE

(b)Luminous flux
This is expressed by the luminous intensity distribution
curve of the brightness distribution longitudinal section.

ANGLE

(c)Irradiation direction
ANGLE If the optic axis center is considered the point of
maximum brightness, the deviation from the horizontal
and vertical intersection indicates the beam direction.
Headlamp Irradiation

Headlamp
(B) Main optic axis
(A')
(B) (A)
3m

10m

Headlamp Irradiation
 lx
5000
Theoretical curve calculated

4000

Measured values of headlamp

3000 in current use
(max. and min. values)

2000

15%
1000

0 1 2 3 4 5 6 7 8 9 10 m

Variation of Illuminance on Main Optic Axis

 Measuring headlamp luminous intensity and optic axis deviation

Luminous Intensity meter

Photoelectric cell
Top

Left Right
Top/Bottom
Bottom Meter
Variable resistance

Left/Right Meter
Photoelectric cell

Measuring Luminous Intensity Measuring Optic Axis Deviation

 Left/Right Meter Top/Bottom Meter

Luminous Intensity meter

Deviation at Top/Bottom or Left/Right

No Deviation at Top/Bottom or Left/Right

 Structural outline

Condenser type

Screen type

Condenser type Screen type

Luminous Intensity
meter indicator
Luminous Intensity meter Screen

1m

Condensing lens

Optic axis scale

 Adjusting Optic Axis Deviation

Adjust screw
Adjust screw

Adjust screw Adjust screw

TYPE II TYPE I
Adjust screw
1. Regulations Governing Diesel Engines
(1) Outline of regulations (in Japanese market)

Exhaust gas regulations

Nitrogen oxides (NOx) emission rate (Unit: ppm) Effective period

Revised control value Revised control value Continuously Produced
(1982) (1983) New vehicles vehicles
Pre-combustion From September 1,
type 390 (290) - From October 1, 1982 1983
Direct-injection
type - 610 (470) From August 1, 1983 From July 1, 1984
Black smoke regulations
Effective period Test method
Continuously produced Constant-speed test under full- Degree of contamination:
vehicles July 1, 1972 loadCondition 50% maximum
• 100%speed
• 60%speed
• 40%speed or 1,000rpm, Whichever
is higher. January 1, 1975
Rapid acceleration under no-load Degree of contamination:
Vehicles in use January 1, 1975 condition 50% maximum

Noise regulations
Acceleration noise
Effective period
Unit: phon

Continuously
1979 control value 1985 control value New vehicles
produced vehicles

Vehicles whose
gross vehicle
weight exceeds 3.5 From October 1, From September 1,
Truck 86 83
tons and maximum 1985 1985
output is greater
than 200hp
(2) Exhaust gas

(A) exhaust gas emitted from the tail pipe

(a) The quantity of HC, CO, NOx, and particulate

(b) The light permeability of the exhaust gas Smoke regulation

Exhaust gas
(B) blow-by gas emitted from the crankcase
regulations

(C) gas evaporated by combustion (evaporated gas)

1 cm3 1 1m
1 p.p.m = =
1 m3 1,000,000
10,000 p.p.m = 1% 1m

1m
1cm³ (1cc)
Various countries regulations

American type
United States, Canada, Australia, Sweden, Switzerland, Australia
US 75 FTP URBAN DRIVE SCHDULE
SAMPLING TIME : 1877secs MEAN SPEED : 34.2km/h
DRIVE TIME : 1877secs MAX SPEED : 91.2km/h
DISTANCE : 17.84km IDLING : 18.2%
(N.B. : 72FTP PHASS 1 AND 2 ONLY)

90
80
SPEED (km/h)

70
60
50
40
30 10 MIN.
SOAK
20
10 PERIOD
0
PHASE 1- PHASE 2-867 SECS. PHASE 3-
505 SECS. 505 SECS.
 European type
European countries, Saudi Arabia, Taiwan, Hong Kong, Singapore

50
SPEED (km/h)

40
30
20
10
0
IDLE

ECE FTP URBAN DRIVE SCHDULE

SAMPLING TIME : 780secs MEAN SPEED : 19km/h
DRIVE TIME : 820secs MAX SPEED : 50km/h
DISTANCE : 4.05km IDLING : 35.2%
 Japanese type
50

SPEED (km/h)
40
10 MODE
30
(6 cycles)
20
10
0
YARN UP SAMPLING TIME : 675secs 5 CYCLES
CYCLE DRIVE TIME : 810secs DISTANCE : 3.98km
135 SECS MEAN SPEED : 17.7km/h MAX SPEED : 40km/h
IDLING : 26.7%
60
50
SPEED (km/h)

40
11 MODE 30
(4 cycles) 20
10
0 : 480secs 4 CYCLES
SAMPLING TIME
DRIVE TIME : 505secs DISTANCE : 4.08km
MEAN SPEED : 30.6km/h MAX SPEED : 60km/h
IDLING : 71.7%
(3) Black smoke regulations

Measuring method (vehicles in use)

Black smoke measuring device Remarks
Preparation 1 Race the engine (with gear shift in  Insert the smoke
neutral position). meter gas collector
2 Run the engine at no-load (product approved
operation (idling condition). by Ministry of
Transport) 20cm into
the exhaust pipe.
Measurement 1 Rapidly depress the accelerator  Suck in exhaust gas Repeat the measurement three
pedal as far as it will go. at the same time as times.
the operation
described at left
starts.
After completion 1 Release the accelerator pedal.  Measure the amount Average the values obtained
of measurement The prescribed time from when of black smoke on from the three measurements.
the accelerator pedal is depressed the filter paper. Degree of
until it is released is 4 seconds. contamination
2 Idle the engine. The prescribed First measurement A 1%
time from when you start to Second measurement A 2%
release the accelerator pedal is Third measurement A 3%
started to be released until the
engine is idling is 11 seconds.
A1 + A 2 + A 3
3 Continue measuring by restoring Average value =
the operating conditions described 3
in the "Measurement" column.
 4 SECONDS 4 SECONDS 4 SECONDS

MAXIMUM SPEED
SPEED

STERT OF
MEASURMENT
POINT
IDLING

15 SECONDS 15 SECONDS 15 SECONDS

RACE THE ENGINE IDLING

SEVERAL TIMES PRIOR TO 3 TIMES MEASUREMENT
MEASURE-
MENT

Black Smoke Measurement Pattern

Measuring method (vehicles in use)

To AC100V

Foot switch

Accelerator pedal Exhaust pipe Probe

 Probe Filter paper
Suction pump
Exhaust pipe

Filter paper

Black smoke
 Emitted condition
A long trail of thick white smoke from the
vehicle that does not quickly disappear; apt
White smoke to occur right after the engine is started
when the outside temperature is cold, or
with engines that have advanced liner wear.
Light-blue smoke accompanied by an
irritating odor; apt to occur before the
engine is fully warmed or when the engine
is operated at a very low load.
Blue smoke
Black-colored smoke that is apt to occur at
high engine loads, when the fuel injection
rate is excessive, or when the fuel spray is
faulty.
Black smoke
Components
Liquid particles of fuel and oil emitted
mostly in an unburned state.
Particle diameter: 1µ minimum
Fuel or oil emitted in an unburned or
partially burned or pyrolytic state due to low
combustion chamber temperature or other
unfavorable combustion conditions; minute
liquid particles with a diameter no greater
than 0.4µ. In this case aldehydes formed in
the intermediate stage of the combustion
process are emitted, producing an irrupting
odor that stings the eyes.
Caused by incomplete burning of fuel and
mainly consists of carbon particles.
Although the particle diameter of the
primary particles is small at 0.05µ maximum,
as the particles pass through the exhaust
pipe they are cooled, increasing their
moisture content and colliding with each
other and thereby increasing their size. The
exhausted smoke contains a mixture of
these large secondary particles (large
particles are as much as Nox in size) and
the small primary particles.
VARIOUS GAS CONCENTRATION AND

THEORETICAL
AIR-FUEL RATIO
FUEL CONSUMRTION RATES

HC NOx

BLOWBY EXHAUST GAS

GAS • CO • HC
FUEL
CONSUMPTION • HC • Nox
RATE
• BLACK SMOKE
CO

10 12 14 16 18 20 22
AIR-FUEL RATIO
 Countermeasures aimed at cleaning exhaust gas

IMPROVED INLET MODIFIED VALVE TIMING

MANIFOLD
MODIFIED PRECHAMBER SHAPE
(PRECOMBUSTION TYPE)
IMPROVED INTAKE PORT
MODIFIED MAIN COMBUSTION
CHAMBER SHAPE
(DIRECT INJECTION TYPE)
IMPROVED AIR SWIRL
CONDITIONS

IMPROVED INJECTION CONDITIONS:

• INJECTION TIMING
• INJECTION VOLUME
• INJECTION PRESSURE INJECTION PUMP
• DEGREE OF ATOMIZATION
• OIL PARTICLE DISTRIBUTION
Exhaust gas

CO (Carbon monoxide)
CO is produced by the following reaction because of incomplete
combustion due to insufficient air supply or other cause.
2C + O2 ®2CO
HC (Hydrocarbons)
The hydrocarbons emitted from the exhaust pipe are the raw
gases left over from the incomplete combustion of fuel.

NOx (Nitrogen oxides)

Black smoke
NOx (Nitrogen oxides)
They are generally produced when a substance is burned at a
high temperature.
N2+O2 ® 2NO 2NO+O2 ® 2NO2

O2

Nox CONCENTRATION

LOW COMBUSTION TEMPERATURE HIGH

Black smoke
Black smoke is the fuel carbon contact that has separated, turned to
soot, and been exhausted.
(4) Noise
NOISE REGURATION

Acceleration noise
Running noise
Normal running noise

Proximity noise

Stationary noise Stationary noise

Exhaust noise
Measuring method
(a) Normal running noise
This refers to the noise measured at a height of 1.2m above the ground at
a point 7.5m on the left side of the center line of a vehicle traveling on a
level, dry paved road at a speed equivalent to 60% of engine maximum
output (or 35km / h when 60% of maximum output exceeds 35km / h).

NNING
U
MAL R
R MEASURING DEVICE
NO
7.5m 1.2m
(b) Exhaust noise
This refers to the noise measured at a height of 1.2m above the ground at
a point 20m behind the exhaust pipe opening with the engine running
without load at 60% of maximum output.

MEASURING DEVICE

20m
1.2m
(c) Acceleration noise
This refers to the noise measured at a height of 1.2m above the ground at a
point 7.5m on the left side of the center line of a vehicle traveling on a
level,
dry paved road at a speed equivalent to 75% of engine maximum output (or
50km / h when 75% of maximum output exceeds 50km/h), at the midpoint
of a 20m section of travel in which the accelerator pedal is fully depressed.

R ATOR
LE
A CCE
THE
W ITH SED
L
VE PRES
RA
O F T LY DE
L
2 0 m A L FU
PED MEASURING DEVICE

7.5m