AL-KO CARAVAN CHASSIS Bedienungsanleitung
CARAVAN CHASSIS
HANDBOOK FOR VEHICLES ON
THE AL-KO CARAVAN CHASSIS
2
GENERAL INFORMATION
The AL-KO lightweight chassis has been perfected by
many years of research and development, supported by an
exhaustive test programme.
Manufactured from high quality steel, the chassis has extra
deep sections to provide strength at points of maximum
stress. Large elongated holes are punched in the longitudinal
chassis members, to reduce weight to a minimum. Each hole
incorporates a return ange to maintain the required strength
and provide rigidity in the extra deep sections.
The chassis frame is of a bolted construction which allows
replacement of individual parts should the need arise.
AL-KO Chassis and axles are manufactured with the xing
positions for a range of chassis accessories already included.
Some of these accessories are included as standard from the
vehicle manufacturer and are positioned for correct and safe
usage of these products.
For further details on the range of accessory products that
can be tted and used with the AL-KO Chassis, please refer
to the Accessories section at the rear of this document,
pages 37 - 43.
AL-KO CARAVAN CHASSIS
AL-KO does not recommend the removal of standard t accessory
products to allow tment of third party products and cannot be
held responsible should the removal and subsequent tment of
third party products causes damage to the chassis components.
The process of tting third party products to the AL-KO Chassis
therefore may invalidate the chassis warranty.
3
HOT DIP GALVANISATION
The chassis is Hot Dipped Galvanised. This is regarded as one
of the best forms of corrosion protection. It does however
require minimal maintenance in certain circumstances.
When new, the chassis is of a bright and shiny appearance.
As the galvanising cures during the initial 2/ 3 month
period, this will gradually change to a medium/dark grey
colour. This grey nish is the ideal, giving the correct
protective coating. During this curing period the surface
should be protected to avoid possible wet storage stain,
in the form of a soft, light coloured, porous, oxidation
layer. If the chassis members are in contact with any salt
deposits from roads this should immediately be washed off
with a high pressure washer. Salt attracts moisture allowing
the surfaces to remain wet, this prevents curing and also
allows formation of wet storage stain.
It is recommended that the chassis/ components are washed
off, using a pressure washer on an annual basis (especially
after winter usage), to avoid undesirable build up of salt and
dirt deposits.
The galvanised chassis should not be painted or subjected to any
other protective treatment.
Should the galvanising become supercially damaged exposing
the steel core, this should be cleaned and treated with a Cold
Galvanising Spray obtainable from vehicle accessory outlets.
Damage to chassis members through impact etc, MUST NOT
be straightened or welded. Damaged chassis members MUST
be replaced.
AL-KO CARAVAN CHASSIS
4
DRILLING OR WELDING OF
PARTS OR ACCESSORIES
The chassis is designed and built to precise tolerances and
must not be drilled or welded (except in accordance with
certain AL-KO Accessory Operating Instructions). Failure to
comply will invalidate all warranties.
INDEPENDENT SUSPENSION
The AL-KO rubber suspension is designed and developed
to suit all types of road conditions and is maintenance free.
Three rubber elements are contained within a hexagonal axle
tube. These provide suspension and have inherent damping
characteristics. (Only the hubs and wheel brakes require
attention - see axle section).
LOADINGS ON COUPLING HEADS, OVERRUN
ASSEMBLIES AND AXLES
The permitted ‘nose’ weights of the coupling head/stabiliser,
overrun assembly and drawbars, must never exceed the lowest
value stamped on the assemblies.
The maximum axle loading is that stamped on the plate located
in the centre of the axle, facing rearwards. The plate will be
one of the three shown below - Figs 1, 1a and 2, depending on
date and location of manufacture. The line marked ‘Capacity’
(on German plates ‘Achlast’) is the maximum permitted axle
loading and must not be exceeded.
Where the Caravan Manufacturer states a maximum loading
weight, then this is the maximum permitted load. This gure
must not exceed the maximum axle load.
AL-KO CARAVAN CHASSIS
Fig 1 Axle Identication Plate Fig 1a New Axle Identication Plate Fig 2 Axle Identication Plate (German)
AL-KO
TYPE
LE
CAPACITY kg
25km/h
AL-KO
TYP
A
ACHLAST
MOD.
EA kg
TA kg
5
LOADING
Loads to be carried in the caravan should be placed directly
over, or as close as possible to the axles, otherwise the
handling will be impaired.
Maximum gross weight, as advised by the caravan
manufacturer, must not be exceeded without approval
from AL-KO.
Maximum loading is dened as the difference between
ex-works weight and the permitted total weight.
Attention should be paid to the legal regulations
regarding the permitted pressure exerted by the towbar
on the towed unit.
AL-KO CARAVAN CHASSIS
High skid risk together with poor braking effect.
Optimum road holding together with maximum braking effect.
Exceptionally heavy loads should be packed directly over the axle.
Steering and braking ability reduced. Increased loading on the rear
axle and chassis of the tow vehicle.
Fig 3 Load Too Far Forward
Fig 4 Load Too Far Back
Fig 5 Load Over Axle
6
SAFETY PRECAUTIONS
No welding is permitted on AL-KO Axles.
It is important that the wheel and hub/brake drum are
compatible. This means that the PCD, wheelbolts and inset
must all be compatible with both the hub/brake drum and
the wheel rim. Particular attention must be paid to the
recommended torque gures for the wheelbolts (page 16).
The axle type details shown on axle type plates must not be
obscured or made illegible by application of any additional
surface nish.
OPERATING INSTRUCTIONS
Service Brake
When the towing vehicle is braking or travelling down hill,
the overrun device shaft is pushed in (dependent on the
magnitude of the thrust on the shaft) and presses on the
overrun lever. This acts on the Bowden cables and expander
mechanism, which in turn expands the brake shoes applying
the wheel brakes.
Reversing
When the towing vehicle is reversing, the overrun device shaft
is pushing in, applying the brakes via the overrun lever, brake
rod system, Bowden cables and the expander mechanism. The
backwards rotation of the brake drum causes the secondary brake
shoe to collapse cancelling out the braking effect, allowing the
trailer to move backwards. At the same time the transmission lever
swings back and compensates for the entire travel.
Hand Brake
With the Euro Hand Brake, pull the lever until upright. The caravan
is then braked.
IMPORTANT NOTE
Please note that with the handbrake fully applied, the caravan/
trailer is able to move backwards by 25 cm until the spring
cylinder/gas spring takes effect.
AXLE TYPES
7
MAINTENANCE AND CLEANING
Maintenance of Euro-Plus/Euro- Compact and Euro-Delta.
The above semi-trailing axles come tted with maintenance
free wheel bearings (greased and sealed for life) and no
adjustment is necessary.
NOTE
The hub bearing is not protected against water ingress.
Check wheel brake linings for wear every 10,000 kilometres
or every 12 months via the inspection hole (Fig 6/Item 1).
Adjust if necessary. Where continuous travel in hilly regions
or high mileage is experienced, earlier inspection and
adjustment may be necessary.
AXLE TYPES
Fig 6 Checking wheel brake linings for wear via inspection holes
NOTE
The anged hub-nut, located under the dust cap, used to keep
the brake drum in situ, is a ONE-SHOT NUT (ie. must only be
used once). If removed it must be replaced with a NEW anged
nut - torqued to 290 ± 10 Nm (214 ± 7.5 lbs/ft). A small amount
of special mineral grease, available from AL-KO must be applied
to stub axle thread prior to tting the new anged nut. After tting
excess grease must be removed with white spirit.
The rear hexagon cap head bolt MUST NOT BE DISTURBED
under any circumstances. Interference with this nut will result in
immediate tyre wear and damage to the braking system and WILL
INVALIDATE ALL WARRANTIES. Should the rear nut accidentally
be disturbed then the complete axle must be returned to AL-KO for
resetting of the toe-in and camber.
No attempt should be made to remove the bearing. In the event
of damage to the bearing or drum, only the drum complete with
bearing and circlip will be available as a spare. No grease is used
in the hub other than the mineral grease on the stub axle. No
grease should be placed in the DUST cap. This is not a grease cap
as used in all previous hubs
1
8
‘STANDARD AXLE’ MAINTENANCE
(TAPER ROLLER BEARINGS)
After 1500 km or 6 months
Have the axial play of the hub bearing checked and adjusted
if necessary.
After 10,000 km or 12 months
Check quantity and quality of grease, renew if necessary.
With boat trailers which are driven into fresh/salt water, the
hub bearing should be regreased shortly after contact with
the water (with the exception of waterproof hubs). Check the
wear of the wheel brake linings every 10,000 km or every
12 months through inspection hole (Fig 6) and adjust if
necessary. Where continuous travel in hilly regions or high
mileage is experienced, earlier inspection and adjustment
may be necessary.
STANDARD AXLE MAINTENANCE
(SEALED FOR LIFE BEARINGS)
AL-KO Wheel Hubs are tted as standard with Sealed For
Life bearings which are maintenance free.
SPARE PARTS
Spare parts are safety critical parts! For this reason when tting
spare parts in our products we recommend the use of original
AL-KO parts or those parts that we have explicitly approved. The
reliability, safety and suitability of parts designed especially for our
products, has been determined using a special test procedure. In
spite of constantly monitoring the market we are unable to assess
or vouch for other products.
If repair work or servicing is required, AL-KO have a large network
of AL-KO service stations throughout Europe.
To establish the correct spare parts required for your axle you
should always quote the axle type (axle identication plate Figs 1/2)
and Spare Part Identication no. (ETI No.), which will be stamped
onto the wheel brake or identication plate (Fig 7). Please establish
these numbers before contacting AL-KO or a Service Agent.
AXLE TYPES
9
The AL-KO rubber suspension axle has been designed
& developed to suit all types of road conditions and is
maintenance free.
Three rubber elements are contained within an hexagonal
axle tube. These provide suspension and have inherent
damping characteristics.
Figs 8, 9 & 10 show the deformation of the rubber elements
at the extremes of suspension movement.
The axle is designed to ride with the suspension drop arm at,
or slightly below, the horizontal position.
For Trouble Shooting & Fault Finding see Table 1 on page 44.
Fig 8 Rebound or Free Position
Fig 7 Spare Part Identication Number
ETI No.
811...
Fig 10 Maximum Bump
Fig 9 Normal Laden Position
AXLE TYPES
10
AL-KO BRAKING SYSTEM ADJUSTMENT
1. Ensure the towing shaft with coupling head is pulled
FULLY FORWARD. (Fig 11).
2. Release the handbrake to the FULLY OFF position. If the
handbrake will not go down the whole way because of
the fairing or any other obstruction; then the fairing must
be cut away and/or the obstruction removed to achieve
this desired position. It will not be possible to set up the
braking system properly when the handbrake is not in the
FULLY OFF position. (Fig 11).
3. Jack up one side of the caravan, using the AL-KO Side
Lift Jack System. (See Jack Operating Instructions).
4. Remove the inner plastic bung from the backplate to
expose the ‘starwheel’ adjuster access. (Figs 11 & 12).
5. ALWAYS rotating the road wheel in the forward direction
- NEVER backwards; adjust the starwheel with a suitable
screwdriver, in the direction of the arrow embossed
on the backplate until there is resistance in the wheel
rotation. (Fig 12).
6. Slacken off the starwheel adjuster until the road wheel
turns freely in the FORWARD direction. (Fig 12).
7. Check the adjustment at the end of the brake cable where it
is secured to the abutment (bracket), welded to the centre of
the axle. When the inner cable is pulled out it should extend
between 5 and 8 mm. (Fig 13a\b). (On tandem axles a double
abutment (bracket) is tted to the front axle ONLY).
8. Repeat for other wheel or wheels.
9. On tandem axles the brake cables from the rear axle should
pass over this axle and cross over each other before being
connected to the abutment (bracket) on the front axle. Where
ATC is tted to a tandem axle caravan, the brake cables
SHOULD NOT be crossed over.
10. Ensure the balance bar (compensator) is being pulled evenly
(Figs 11 & 13a\b). Excessive movement to this bar (double on
tandem axles) would indicate possible incorrect adjustment
(if appropriate, repeat step No. 7 - Fig 13a\b).
11. Check the brake rod support bracket, (xed to the oor) IS
supporting the brake rod evenly. The brake rod MUST ALWAYS
run straight, NEVER bent or curved under any ttings. On
tandem axles, using the double balance bar, a brake rod
support tube (Part No. 228827) MUST ALWAYS be tted on the
end of the brake rod, passing through the centre aperture on
the abutment.
Dieses Handbuch passt für folgende Modelle
1
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