Monaco 2008 LaPalma XL, Owner'S Manual

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chassIs InformatIon — 10
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2 0 0 8 l a Pa l m a X l
U-Joint Angles Phasing & Driveline Balance
Correct U-joint working angles, U-joint
phasing, and driveline balance is vital to
maintaining a quiet-running drivetrain and
long life of drivetrain components (including
driveline components).
When in phase, the slip yoke lugs (ears) and
tube yoke lugs (ears) are in line. Normally this
is the ideal condition and gives the smoothest
running shaft. There may be an alignment arrow
stamped on the slip yoke and on the tube shaft
to assure proper phasing when assembling these
components. If there are no alignment marks,
they should be added before disassembly of the
shaft to assure proper reassembly.
Phasing is relatively simple on a two-joint set,
be sure that the slip yoke lugs and the tube yoke
lugs are in line.
The U-Joint working angle is the angle
formed by the intersection of the driveshaft
centerline and the extended centerline of the
shaft of any component to which the U-joint
connects. Because the double oscillating motion
of a U-joint that connects angled shafts causes
a fluctuating speed difference between the
shafts, the effect created by the U-joint at one
end of the shaft must cancel the effect created
by the U-joint at the other end. This is done by
making U-joint working angles at both ends of
the driveshaft about equal, with the U-joints in
phase.
If the yoke lugs at both ends of the shaft are
lying in the same plane (a plane which bisects
the shaft lengthwise), the U-joints will be in
phase.
Any condition which allows excessive
movement of a driveshaft will cause driveline
imbalance: loose end yoke nuts, loose U-joint
bearing cap retaining capscrews, worn U-joint
trunnions, bearings and worn slip-joint splines.
Among the most common causes of U-joint
and slip joint damage is lack of lubrication. To
keep the motorhome operating smoothly and
economically, the driveline must be carefully
checked and lubricated at regular intervals. Lube
interval is 6 months/5000 miles.
Shock aBSorBer
The shock absorber is a hydraulic device used
to dampen suspension/body movement. Road
surface irregularities are compensated for by
the shock absorber. The Roadmaster chassis
incorporates the shock in the design of the
suspension system. This shock absorber is a
telescopic, mono tube unit filled with nitrogen
gas and hydraulic oil. The result of the mixture
is uninterrupted damping for the smallest of
wheel deflection.
By design, a self lubricating seal is
used which will allow approximately
10% of the total oil capacity to pass
onto the piston rod. The gradual
process of oil loss does not affect the
performance of the shock absorber
during the service life. This process
will be evident after a long period of
service by an oil film on the body of
the shock absorber. The appearance of
a coating or film on the body or rod is
completely normal, it is an indication
the shock is functioning normally.
Road holding, handling, balance
and braking characteristics all can
be contributed to the shock absorber.
Operating conditions of the shock
absorber will determine the life
span. However, since the only
moving part is the piston rod,
there are no springs, hinges or
pins to wear out, get weak or
deteriorate.
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