AL-KO CARAVAN CHASSIS User manual

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 supercially 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 Identication Plate Fig 1a New Axle Identication Plate Fig 2 Axle Identication 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 dened 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 identication plate Figs 1/2)
and Spare Part Identication no. (ETI No.), which will be stamped
onto the wheel brake or identication 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 Identication 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.

11
AL-KO BRAKING SYSTEM ADJUSTMENT
Fig 11 Brake Linkage
Fig 12 Adjusting the Starwheel
1
Rubber sprung axle
Brake shoe
inspection bung
‘Starwheel’
adjustment access
Balance
bar Abutment Bowden cable
Rotation direction forwardsAxle side
plate 
Brake rod
Handbrake lever
Stabiliser
Overrun lever
Breakaway cable

12
12. Remove the slack in the brake rod by adjusting the long
ball nut, rear of the balance bar, ensuring the overrun
lever makes contact with the end of the towing shaft.
Note! Over adjustment to the long ball nut (Fig 13/Item
2) could induce movement of the inner brake cable,
reducing the effective clearance of the brake shoes. If the
overrun lever will not make contact, it is possible the two
lock nuts, forward of the spring cylinder, are incorrectly
adjusted. Loosen the nuts and adjust brake rod as above
(Figs 11, 13a\b).
13. OVER ADJUSTMENT of either the wheel brakes or
linkages, will result in difcult reversing causing the
wheels to ‘lock-up’.
14. When parking, the handbrake lever MUST ALWAYS be
engaged into the fully upright position (90°). If difculty
is experienced in this operation, try easing the caravan
backwards with one hand while engaging the handbrake
fully with the other. This manoeuvre should not be
attempted on a rearwards facing slope. In this case wheel
chocks should be used combined with the handbrake.
15. Finally, if the road wheels have been removed, re-tighten all
M12 wheel bolts using a calibrated Torque Wrench to 110Nm
for Alloy Wheels and 88Nm for steel wheels. The wheel bolts
should be tightened in sequence, ie. North, South, East, West
NOT clock or anti-clockwise (refers to steel wheels only).
Remember to over-tighten is just as dangerous as to under-
tighten, as this can distort the wheel rims. Avoid the use of
power wrenches.
IMPORTANT
The torque settings should be rechecked after 50 km.
Wheel bolts should NEVER be lubricated.
AL-KO BRAKING SYSTEM ADJUSTMENT

13
Bowden Cable Abutment
(welded to axle tube)
AL-KO BRAKING SYSTEM ADJUSTMENT
Fig 13a Standard Brake Linkage
Fig 13b Brake Linkage with ATC Fitted
Balance bar
238576002
3 4
4
21
1- Brake rod
2- M10 Ball nut 2088890006
3- M10 Locknut 700109
4- Bowden Cables
Bowden Cable Abutment
(welded to axle tube)
Balance bar
238576002
21
1- Brake rod
2- M10 Ball nut 2088890006
3- ATC Push Rod
4- Bowden Cables
Axle
Axle
ATC Mounting Bracket
ATC
Guide Tube
3

14
STABILISER AND COUPLING DEVICES
Your caravan will be tted with either an AKS 3004 stabiliser
or an AK160/300 coupling head.
SAFETY PRECAUTIONS
Always ensure that the coupling head is properly connected
to the tow vehicle’s towball every time you couple up. If this
procedure is not carried out correctly, the caravan/ trailer
may become detached from the towing vehicle! Maximum
possible articulation of the coupling head must not exceed
±25°vertically and ±20°horizontally - see Fig 14.
If exceeded, components will be overloaded and the
operation of the assembly adversely affected!
Fig 14 Maximum Articulation Of Coupling Head
25°25°
25°
25°

15
OPERATING INSTRUCTIONS
FOR AKS 3004 STABILISER
REGULATIONS
1. The AKS 3004 must be used in conjunction with 50 mm
dia. towballs which conform to EC Directive 94/20 (DIN
74058 or local equivalent).
2. Suitable for attachment to drawbars or approved
overrun braking equipment for single (and tandem axle)
caravan/trailers, with a minimum weight of 200 Kg and a
maximum permissible weight of 3000 Kg.
3. EC design approval has been given to the AL-KO AKS
3004 coupling under permit No. e1*94/20*0930*00.

16
OPERATING INSTRUCTIONS
FOR AKS 3004 STABILISER
RESTRICTIONS OF USE
1. The trailer coupling may only be connected to towing
vehicles where the clearances for the stabiliser can be
observed, in accordance with EC Directive 94/20 (DIN
74058). If these clearances are infringed by special
attachments, then the use must be checked separately.
The area above the towball of the vehicle must be free
from vehicle components or attachments (A) (eg spare
wheels, platforms etc.)
The clearance for the stabiliser handle must be at
least 330 mm (B) + the stroke movement (D) (85mm-
100mm), which equates to 440 mm when used in
conjunction with an AL-KO overrun.
Max. 50 mm (C) clearance between the centre of the
towball and top of the overrun assembly or fairing, to
ensure both coupling handle and stabiliser handle do not
foul on operation.
Maintain the same clearances for other
manufacturers’ overrun assemblies.
2. Not suitable for use with overrun devices which can revolve
above 25 (Fig 16) or BPW overruns tted with gas strut
handbrakes from 2001 model year onwards. (If in any doubt
about usage consult your manufacturer).
3. Swan Neck towbars (xed or detachable) are suitable for use with
the AKS 3004 providing they comply to EC Directive 94/20 and
have the required minimum 60 mm clearance, measured from the
centre of the towball (Fig 16).
Fig 20 Clearances for Stabiliser Handle
Fig 15 Necessary Clearances
A B D
C
MIN. 60mm
MIN. 67mm

17
SAFETY WARNINGS
1. In accordance with EC Directive 94/20, couplings of type
A 50-1 cannot be used (see Fig 17), your warranty will be
invalid if this type of towball is used.
2. For UK use, use the extended neck towball (type A50-X).
3. A bolted-in type ball coupling (Fig 18) is only permissible
if the thread is locked or welded.
4. The AKS 3004 cannot be used with a laterally attached
reversing lever, on the left side, when facing the
direction of trafc.
5. The towball must be free from grease, paint and other
residue, otherwise the stabilising effect is greatly reduced.
6. If friction pads become contaminated with grease, they
should be replaced.
7. The AKS 3004 should only be operated by one person,
when opening or closing the handle, to reduce injury risks.
Fig 17 A 50-1 Couplings
Fig 16 Max suitable rotation of overrun device is 25°Fig 18 Bolted In Coupling
25°
Min.
60mm
OPERATING INSTRUCTIONS
FOR AKS 3004 STABILISER

18
OPERATING INSTRUCTIONS
FOR AKS 3004 STABILISER
AKS 3004 DELIVERY INSTRUCTIONS
Coupling Handle (Fig 20/Item 1)
Stabiliser Lever (Fig 20/Item 2)
PREPARATION FOR COUPLING/UNCOUPLING
The Stabiliser lever (Fig 20/Item 2) must be in the
uppermost position (open).
COUPLING UP
Pull the coupling handle (Fig 21/Item 1) up in the direction
of arrow. The coupling mechanism has an open position ie.
as long as the AKS 3004 is not placed on the ball, the handle
will remain open. Put the opened coupling onto the clean
towball. The handle must now make an audible click and
return to the at position.
WARNING
The coupling is correctly engaged when the green edge of
the safety indicator button is visible (Fig 22/Item 2).
STABILISER UNIT
To operate the stabiliser (once coupled to the towball), simply
press the stabiliser handle down as far as it will go (Fig 22/Item 3).
To ensure the stabiliser is correctly coupled, check the arrowhead
lines up with the black line marked 2 (Fig 22 /Item 4 and Fig 24/C).
UNCOUPLING
Pull the stabiliser handle up as far as it will go, open the coupling
handle and lift the AKS 3004 from the towball. With larger nose
loads, coupling and uncoupling can be made easier by using the
jockey wheel to assist lifting.
NOTE
The friction pads (Fig 23/Items 1,2&3) are pressed against the
towball and hence generate a stabilising/damping force. These
pads are therefore subject to wear over time, however they will
have a long service life (circa.30,000 Miles), provided they are well
maintained and kept free of grease/dirt.

19
OPERATING INSTRUCTIONS
FOR AKS 3004 STABILISER
Fig 21 Pull Coupling Handle Up
Fig 20 Raise Stabiliser Lever Fig 22 Correct Engagement With Towball
Fig 19 Coupling Handle & Stabiliser Lever
Fig 23 AKS 3004 Friction Pads
1
1
1
2
2
3
23
1
4
AL-KO


AL-KO


2

20
CHECKING THE EFFICIENCY OF THE
LEFT/RIGHT FRICTION PADS
1. Check that the stabiliser is correctly coupled by ensuring
the coupling handle is fully down and the red indicator
button is in the raised position.
2. Push the stabiliser handle down until resistance is felt
(ie. the friction pads are in contact with the ball but not yet
under pressure) (Fig 24/Item 1).
3. Check the position of the arrowhead on the arm of the
stabiliser. If it lines up with the two green lines then the
friction pads are still as new (Fig 24/A).
4. If the arrowhead lines up with the two red lines then the
friction pads are worn and should be replaced immediately
(Fig 24/B).
NOTE
When the stabiliser handle is correctly applied, the arrowhead
should line up with the black line marked 2 (Fig 24/C).
NOTE
The friction pads do not require any form of lubrication and
should be cleaned with a ne emery paper prior to every
journey. It is not necessary to adjust the friction pads. Fig 24 Checking Left/Right Friction Pads
OPERATING INSTRUCTIONS
FOR AKS 3004 STABILISER
1
2
1
1
A
2
1
1
B
2
1
1
C

