Maintenance
106
10. Ensure the balance bar (compensator)
is being pulled evenly (Figs.10 & 12).
Excessive movement to this bar (double
on tandem axles) would indicate possible
incorrect adjustment (if appropriate, repeat
step No. 7 - Fig. 12).
11. Check the brake rod support bracket, (fixed
to the floor) IS supporting the brake rod
evenly. The brake rod MUST ALWAYS run
straight, NEVER bent or curved under any
fittings. On tandem axles, using the double
balance bar, a brake rod support tube (Part
No. 228827) MUST ALWAYS be fitted on
the end of the brake rod, passing through
the centre aperture on the abutment.
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. 12/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. 10 & 12).
13. Adjust the two locking nuts, forward of the
spring cylinder (Fig. 10), (on some chassis
a single Nyloc nut is used) to give 1 mm
of clearance on the spring cylinder. This
cylinder (the energy store for the handbrake
operation) must be able to rotate ONLY,
not slide on the brake rod. (Fig. 12). (If the
overrun assembly is fitted with a gas strut
handbrake then no spring cylinder is fitted -
therefore ignore this paragraph).
14. CORRECT ADJUSTMENT of the linkage is
checked by operating the handbrake lever
so that when the second or third tooth is
engaged, a slight braking force is felt on the
road wheels.
15. OVER ADJUSTMENT of either the wheel
brakes or linkages, will result in difficult
reversing causing the wheels to “lock-up”.
16. When parking, the handbrake lever MUST
ALWAYS be engaged into the fully upright
position (90°). This is to compress the
spring within the spring cylinder and
thereby create an energy store which will
automatically engage the brakes further
should the caravan move. If difficulty 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. See page 113 for all
handbrake operations.
17. Finally, if the road wheels have been
removed, re-tighten using a calibrated
Torque Wrench to 88 Nm (65 lbs/ft) - on all
M12 wheel bolts. 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.
operatInG InstructIons For
aKs 3004
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 2000 Kg.
3. EC design approval has been given to the
AL-KO AKS 3004 coupling under permit
No. e1*94/20*0930*00.
restrictions of use
1. The trailer coupling may only be connected
to towing vehicles where the clearances
for the stabiliser can be observed, in