As many fleet managers will know, some 25% of new 3,500kg gross vehicle weight (GVW) light CVs are not panel vans but conversions, involving a separate body built on a chassis cab, double cab or platform cab variant. Dropside, box bodies and tippers tend to be the most popular. Fridge conversions are a common site too, either with a separate insulated body built on a chassis cab, as used by supermarkets for home delivery fleets, or insulated conversions of panel vans.
European Whole Vehicle Type Approval (ECWVTA) now matters to every fleet manager who takes delivery of a new light CV conversion. The ECWVTA system has been phased in gradually since 2009 and from 29 April this year has applied to all light CV conversions with “N1” classification – goods vehicles up to 3,500kg GVW.
Since then, it has only been possible to register a new conversion up to 3,500kg GVW if it comes with a second stage certificate of conformity. Although this would normally be dealt with by the dealer, it is up to the customer and converter to ensure that the conversion complies with the legislation. Completed vehicles fitted with bodywork that does not conform to one of the categories of ECWVTA cannot be sold legally in the European Union.
Complete cars and light CVs have had to conform to Type Approval regulations designed to ensure conformity of manufacture for some time. The ECWVTA legislation was introduced to extend the same process to convertors involved in multi-stage build. Multi-stage build relates to a vehicle where there are several specific stages in producing a finished vehicle. This might involve building a complete chassis cab, building a complete box body, fitting the body to the chassis-cab and then adding a tail-lift.
ECWVTA is designed to ensure that if the same converter builds 100 or 1,000 of these conversions using the same chassis-cab, same body and same tail-lift, the individual parts conform to the same build standards and do not interfere with the safe operation of the vehicle or its systems. This involves meeting the technical and administrative requirements laid down by the ECWVTA process and ensuring that a design is properly drawn up.
In practice, most fleets have been sourcing their conversions from reputable convertors that comply with the regulations for some time. The effect on them is likely to be minimal.
Just the same there are some examples where problems may arise. Recycling bodywork is a fairly common practice, as James Davis at Manheim describes: ‘Take the scenario where an operator leases a chassis cab to remount their own older bodywork (fridges, cranes etc). The remounted body or equipment is likely to comply with the Type Approval vehicle regulations.
However, if any fundamental changes occur (for example changing a body and crane configuration) there may not be a Conformity of Production for the layout, or an Individual Vehicle Approval completed at a testing station (and/or VCA visual inspection). The funder may have no awareness of this and it may impact the warranty too.’
The Government has already moved to close a loophole. Conversions made after the base vehicle has been registered – post registration conversions – are not specifically covered by ECWVTA legislation, but this will change in 2014. From next year, it will not be possible to register a chassis-cab or similar base vehicle without bodywork fitted.
Items like ply lining and racking for bodies are also covered by the ECWVTA legislation, but this is generally taken care of under the “N1 Enhancements Scheme” announced earlier this year by the VCA. If in doubt about any item, your convertor should be able to help you, or your local VOSA office.