Logic SXR User Manual

LOGIC
-
SXR/ BT
SXR - TRANSPORTER
TRAILER
USER MANUAL
WM1-SXR100
-
INDEX
Section:
Description:
Page
No:
1
Introduction
3
2
Safety First
4
2.1
Suitable Towing Vehicle on Road
4
2.2
Trailer Loading
5
2.3
Attaching to the Towing Vehicle
5
2.4
Al-KO coupling Detail
6
2.5
Checks Before Towing
6
2.6
Trailer use with an Offroad Vehicle
7-8
HSE Information Sheet
9-13
3
Instructions / Warning Decals
14
4
Lifting Points
15
5
Maintenance
16
ALKO Component Maintenance
17-24
6
Specification
25
7
Parts Information
26-30
8
Logic Manufacturing Product Owner Guarantee
31
LOGIC: Declaration of conformity
32
VIN NO:
-------------------------------------------------
Date of purchase: -------------------------------------------------
IMPORTANT INFORMATION: Fill in immediately. Use when ordering replacement
spare parts or additional optional extras
2
1
INTRODUCTION
With the purchase of your SXR— TRANSPORT TRAILER you have made an excellent choice.
This trailer should give first class service for a long time, if used correctly, and maintained as
described in this manual.
The trailer is purpose built and designed to ensure maximum strength and minimum unladen weight.
The trailer is manufactured and then hot dip galvanised to ensure a long rust free life, fitted with
robust floors, a 50mm swivel hitch, high quality axles and beadlock wheel rims for increased safety.
This manual also has important H.S.E information and guidelines for towing off road.
If after reading this manual you have any queries, please get in touch we will be pleased to help.
NORTH & EXPORT
LOGIC MANUFACTURING LTD
Foundry Industrial Estate
Bridge End, Hexham
Northumberland NE46 4JL
Tel: 01434 606661 Fax: 01434 608143
E-mail: [email protected]
www.LogicToday.co.uk
SOUTH
LOGIC MH LTD - New Whiteway Works,
Fossecross Industrial Estate
Chedworth. Cheltenham
Gloucestershire GL54 4NW
Tel: 01285 720930 Fax:01285 720840
E-mail: [email protected]
www.LogicToday.co.uk
3
D
2
SAFETY FIRST
Please read this manual carefully, adhere to all instructions paying particular attention to the safety
information. For further information or clarification of any of the points made, please contact Logic
Manufacturing Ltd.
2.1 SUITABLE TOWING VEHICLE ON ROAD
It is important that the vehicle you use to pull your trailer is adequate for the job
• Check that the engine is large enough to tow the trailer and load.
• Check that the brakes are powerful enough to stop the vehicle and trailer safely.
• Check that the Trailer Gross Weight does not exceed the Towing Capacity of the Towing vehicle.
The addition of a loaded trailer to a vehicle will inevitably have a very serious effect on the vehicle's
performance. Starting, particularly on hills, can be much more laboured; stopping can take longer
distances; cornering and negotiating sharp bends requires extra care.
Consider all these things very carefully when choosing and loading (and towing) your trailer.
CHECKS
The most important check is the vehicle manufacturer's recommended towing limit, which should be
in the vehicle manufacturer's handbook and on the VIN plate on the chassis.
A good rule of thumb, for safety and stability, when towing a trailer, is the 85% figure recommended
for trailers. This suggests that you should not tow a trailer that weighs more than 85% of the towing
vehicle's kerb weight. (as long as 85% does not exceed the vehicle manufacturer's recommended
towing limit. (The kerb weight is defined as the weight of the vehicle plus a full tank of petrol and
75kg (for the driver and equipment).)
Police Forces use the manufacturer's recommended towing limit as their guide. Under no
circumstances should the vehicle's gross train weight be exceeded. An example of the trailers VIN
plate is shown below.
VIN Number
Trailer Gross Weight
Max Weight on the Towball
Trailer Payload
[_~_____
!
4
Do not exceed the vehicles payload recommendations
]
2.2 TRAILER LOADING
Loads must be securely tied down or restrained.
There must be no load projections outside the trailer that might cause danger to other road users.
Wherever possible, loads should be evenly distributed across the trailer and positioned in such a
way as to keep the nose weight within the recommended limits.
Refer to the trailer VIN plate or the trailer specification on page 25 for maximum weight on the
towball.
Refer to the manufacturer's recommendation and/or the nose weight limit of your towing vehicle.
Never create a negative ball/ drawbar load, this can be equally as dangerous as over loading.
If uneven loads have to be carried, ensure that individual wheels/axles are not overloaded.
It may be necessary to reduce the overall load to achieve this.
NOTE: Good Towing practice should always take into account the inevitable effects on vehicle
handling, braking and general stability of towing a trailer behind the vehicle.
•
•
•
Dangerous loss of stability when loads are loose and move around. Danger of loads parting from
the trailer.
Load shooting forward when the outfit brakes. This is particularly acute if the load consists of
planks, bars, etc, laid in line front to back.
There is a very significant danger of light items being lifted out of a trailer by the slipstream. All
items should be secure.
Loading practice should, therefore, take into account:
•
•
•
•
Secure restraint
Recommended nose weight.
Balance
Weight Distribution
2.3 ATTACHING TO THE TOWING VEHICLE
•
•
•
•
•
•
•
Apply the trailer handbrake, remove any towball and electrical socket dust covers and security
devices then wined the jockey wheel to the required height. Check the towball is lightly oiled.
(Not greased) (If not being used with a head stabiliser.)
Get a helper to stand with their hands showing you where the hitch is (place a broom against it if
you are alone) and reverse slowly back. Your helper indicates if you are off line.
Raise the front of the trailer by means of the jockey wheel assembly to the required height, roll
trailer up to the rear of the towing vehicle.
Do not attempt to lift the front of the trailer. Lower the trailer by means of the jockey wheel
assembly onto the towball of the vehicle.
Once the coupling head appears locked on, lower the jockey wheel a few turns to lift the back of
the vehicle to prove the coupling head is on properly, then fully raise the wheel before
unclamping it and, finally, securely locking it fully raised. Check that the wheel in the position you
have locked it is not interfering with the operation of the coupling overrun mechanism.
Attach safety breakaway cable(s) to the rear of vehicle. This cable will apply the hand brake if for
any reason the trailer becomes detached whilst towing. (Clip the breakaway cable onto the
special rings some towbars have or loop it around the bar, making sure it cannot foul the
coupling head. Do not loop it round the towball neck unless you can find no alternative.) Check
that the breakaway and lighting cables have enough slack for cornering but will not touch the
ground.
Plug in the lighting plug, and check all lights and indicators. It is your responsibility as the driver
to ensure all lights work.
5
2.4 AL-KO COUPLING DETAIL
Blocked ball socket
Clear open position
SAFETY INDICATOR *
DOUBLESAFETY *
If the green indicator is
visible when coupling up,
then you know that the
coupling is correctly
connected to your tow
vehicle .
When coupled and during
travel, t he coupling is held
on the ball with double
security by t he safety
mechanism.
OPENSETTING FOR THE WEAR INDICATORAn additional indica tor
HANDLE **
Correctly coupled
Should the coupling not
be correctly positioned on
the towba ll, the coupling
handle will remain in an
open position .
Permitted angle ra nges
Wear in order
on the coupling handle
shows you whether the
wear limi t of :
• your towball or
- the couping mechanism
has been reached.
Vertical± 25•
Note : components are overloaded when the degree of
angular movements are exceeded ; thu s safe function
cannot be guaranteed.
Horizontal :l: lfl'
2.5 CHECKS BEFORE TOWING
The trailer operator or the driver of the towing vehicle, if different, has the responsibility for the safe
operation of the trailer and needs to carry out the following checks:
• If the trailer is laden is the load correctly distributed i.e. Not too much or too little nose weight?
• Is the load within the trailer's official payload? - i.e. Not overloaded.
• Is the actual gross weight being towed within the towing vehicle manufacturer's recommended
maximum towing limit (whether braked or unbraked.)?
• Is the load correctly secured?
• Are all the lights undamaged and working correctly?
• Are the cable and plug undamaged?
• Is the breakaway cable or secondary coupling undamaged and correctly connected, to a suitable
point on the tow bar or towing vehicle?
• Are the tyre pressures correct and all tyres free from cuts, bulges and with adequate tread,
(including the spare)? Tyres must have a continuous tread depth of at least 1.60 mm on cars,
light vans and trailers, across the centre three-quarters of the width (1mm for other vehicles)
• Are you satisfied that the wheel nuts/bolts are tightened to the correct torque?
• If required are the mudguards and flaps in satisfactory condition and secure?
• Is the trailer correctly coupled to the towball or pin?
6
2.6 TRAILER USE WITH AN OFFROAD VEHICLE
The trailer can be towed by any large UTV for use off road.
To comply with the weight restrictions detailed on the HSE information sheet 33. The following
guidance must be fully understood and used.
A UTV can tow up to twice its own weight on an unbraked trailer on level ground. Or four time
its weight if the trailer is braked.
•
2 X UTV
WEIGHT
UNBHAKED
!
!
Reduce the weight by 25% if working on uneven or hilly ground.
4 X UTV
WEIGHT
BRAKED
___ J
Ensure the weight does not exceed the towing vehicles recommendations. HSE
recommend a tow ball weight around 10% of the gross weight of the trailed equipment.
This should never be exceeded.
___
__J_J
The trailer should never be driven at speed off road. No more than 20mph is recommended,
This should be reduced accordingly if the weather is or has been wet or poor.
•
ROUTE PLANNING & ACCESS
•
Plan the route and access in advance of the operation. We recommend you identify hazards
and obstacles including: gates, tracks, public road crossings, field crossings, hill descents/
ascents, sharp corners, unsuitable ground, wet boggy areas, hidden obstacles (tree stumps,
rocks etc). (for more info see HSE Ag info sheet 33 and AFAG701 sheet 39).
•
It is the duty of the operators employer, in conjunction with the operators, to identify and plan
the route as part of the health and safety routine planning. A full risk assessment should be
carried out. Logic Manufacturing Ltd accept no responsibility for poor route planning.
!
__..]
If the weather is or has been wet or poor the route should be reassessed before
travelling. Poor weather can affect the terrain being travelled and the handling of the
towing vehicle, especially UTVs
____
7
•
Using an UTV with a trailed attachment introduces additional risks to operating an UTV alone,
these should be thoroughly assessed and managed.
•
When navigating slopes, never cross a slope when towing the trailer but ride up (ascend) and
ride down (descend) vertically. A track may need to be cut into the bank or slope if it is not
possible to navigate the slope safely. When riding down (descending) always use low gear and
delicate use of controls. Consult your vehicle manufacturer’s manual advice on towing loads up
and down slopes forward speed of the vehicle MUST always be dictated by local ground
conditions, which vary from season to season.
DO NOT
DO
MAINTENANCE — A WELL MAINTAINED MACHINE IS A SAFER MACHINE
•
Maintenance of the towing vehicle and towed equipment should be part of the daily routine.
•
The UTV should have its brakes, throttle and tyre pressures checked daily. Tyre pressures are
low on an UTV so a 1psi difference can cause vehicle control problems.
•
Check that the brakes give a safe straight stop and the throttle operates smoothly in all
steering positions.
•
Brakes can have a relatively short life in the environment the machine will be used, so frequent
cleaning, regular adjustment and proper maintenance will be required.
•
Ensure that the wheel bearings are regularly lubricated with grease. Every 3 months re-pack
with new grease and adjust to take up any wear.
TRAINING
•
There is a legal requirement for employers to provide adequate training for all operators of
UTV equipment and attachments. Contact your local HSE office for approved training courses
such as LANTRA for UTVs. The same requirements apply to the self-employed.
CHECKS
•
8
The same checks, loading and attachment procedures from the on road vehicle should be
carried out to ensure safe operation of the trailer off road.
Health and Safety
Executive
Safe use of all-terrain vehicles (ATVs) in
agriculture and forestry
HSE information sheet
Introduction
This information sheet gives advice on the safe use of
ATVs. It covers the two main types used in off-road
working in agriculture, forestry and the land-based
industries, namely:
■■ Sit-astride ATVs: Any motorised vehicle designed
to travel on four low-pressure tyres on unpaved
surfaces, with a seat designed to be straddled
by the operator and with handlebars for steering
control (see Figure 1). These vehicles are intended
to be used by a single operator without a
passenger. They may also be referred to as quad
bikes.
■■ Side-by-side ATVs: Small utility vehicles in which
the driver and passenger sit alongside each other
in conventional (ie sit-in) seats (see Figure 2). Most
side-by-side vehicles are capable of carrying two
occupants in this way; however, some vehicles are
equipped with a second row of seating (and can
therefore carry four occupants), while others have
bench-style seats allowing up to three people to
be seated in a row. The majority of side-by-side
vehicles have four wheels, although six-wheel and
full and partially tracked versions are also available.
There is usually a cargo bed behind the seating
area. Side-by-side ATVs are sometimes referred
to as utility vehicles (UTVs) or rough terrain utility
vehicles (RTVs).
ATVs are usually fitted with a tow hitch and are
capable of towing a load such as a trailer, a trailed
appliance or other equipment.
Hazards
Both types of ATV are designed to cope with a wide
variety of terrain types, including steep slopes, but if
used outside their safe operating parameters they can
very rapidly become unstable. The main causes of
serious or fatal injury associated with ATVs are from:
■■ being thrown off during vehicle overturns or after
Agriculture Information Sheet No 33 (Revision 1)
■■ collisions with structures, trees, other vehicles etc;
■■ being trapped/asphyxiated under an overturned
machine;
■■ pedestrians being struck or run over by ATVs.
Contributory factors/underlying causes of accidents
and injury with ATVs can include:
lack of formal operator training and/or experience;
incorrect/lack of appropriate head protection;
excessive speed;
age of the operator;
carrying a passenger on a sit-astride ATV;
unbalanced loads or overloading;
tipping on a bank, ditch, rut or bump;
loss of control on a steep slope combined with
other factors, eg ground or load conditions;
■■ towing excessive loads with unbraked equipment;
■■ poor maintenance, eg faulty brakes, incorrect tyre
pressures etc.
■■
■■
■■
■■
■■
■■
■■
■■
Control measures for sit-astride ATVs
Training
It is a legal requirement for employers to provide
adequate training for employees who use work
equipment such as ATVs, and to make sure that only
employees who have received appropriate training
in their safe use, including the use of any towed
equipment or attachments, are permitted to ride them.
The same requirements apply to the self-employed.
You can get details of suitable training courses from
franchised ATV dealers, manufacturers’ websites,
Lantra, the Forestry Commission, EASI (European
ATV Safety Institute), the British Off Road Driving
Association (BORDA) and through colleges and
training providers.
When purchasing a new or used machine from a
franchised dealer an industry-led scheme offers
customers free training – see ‘Useful contacts’.
loss of control;
1 of 5 pages
Health and Safety
Executive
Always wear suitable
head protection
Don’t overload
racks
a technique known as ‘active’ riding. It is not for
carrying passengers. Manufacturers often display a
sign on machines prohibiting passengers and this
message is also repeated in operator manuals.
Do not carry a passenger in a trailer behind an ATV
as any movement can make the machine unstable,
particularly with independent rear suspension and
trailers with axles wider than the ATV.
Check tyre
pressures regularly
Figure 1 Example of a sit-astride ATV
Personal protective equipment – the importance
of head protection
Sit-astride ATVs are not fitted with either a cab or roll
bar, so your only protection is what you wear. Head
protection is vital. Many ATV fatalities in the UK have
been caused by head injuries. Helmets would certainly
have prevented most of, if not all, these deaths. You
should always wear a helmet when riding an ATV.
Helmet types suitable for ATV operations, depending
on the circumstances, are motorcycle helmets,
equestrian helmets, specialist ATV helmets, cycle
helmets and mountaineering helmets. All helmets
should be manufactured and tested in accordance
with the current relevant EN/BS standard, have a
chinstrap and be capable of being used with suitable
eye protection. The type of helmet chosen should
be based on an assessment of the circumstances in
which the ATV will be used, eg the types of surface
travelled over and anticipated speeds. The harder the
surface and higher the speed the greater the degree
of protection needed. NB: Forestry helmets and
industrial hard hats are not acceptable for any ATV
operations.
Wear clothing that is strong and covers your arms and
legs. Gloves are useful for protection and handlebar
muffs can help to keep hands warm in cold weather
for good control of the ATV. Wear sturdy, anklecovering footwear, eg boots or wellingtons that are
strong, supportive and have good wet grip.
Protect your eyes from insects and branches with
either a visor or goggles.
Passengers
The long seat on a conventional sit-astride ATV
is to allow operators to shift their body weight
backwards and forwards for different slope conditions,
Some machines have received European Community
Whole Vehicle Type Approval, allowing them to
be ridden on the public highway. Some of these
machines are designed to carry passengers. Such
machines may not be suitable for carrying a passenger
when used in off-road situations, eg on sloping
ground, as the operator may not be able to use active
riding techniques to maintain machine stability. Such
machines may not have a locking differential and may
not provide an acceptable level of traction to ensure
safety in certain off-road conditions.
Before using an ATV you should assess the suitability
of the machine for the intended tasks and working
environment.
Route planning and stability
Accidents can occur where ATVs are driven on
new routes over steep ground for the first time, or
are carrying or dragging destabilising loads. When
travelling over rough terrain, get to know your own
ground and stick to planned routes where possible.
Walk new routes if necessary to check for hidden
obstructions, hollows or other hazards. Allow for
changes in ground conditions and for the destabilising
effect of loads or attachments.
Safety checks and maintenance
Off-road use is especially harsh on equipment
so it is essential to carry out safety checks and
maintenance in accordance with the manufacturer’s
recommendations. In particular, pre-ride safety checks
should always include:
■■ tyre pressures. These are low, eg typically around
2–7 psi, so even a 1 psi (0.07 kg/cm2) difference
in pressure can cause vehicle control problems.
Use a gauge that is designed for measuring and
displaying low pressures – usually supplied with
the ATV;
■■ brakes and throttle. Check that the brakes give a
safe straight stop and that the throttle operates
smoothly in all steering positions. Brakes can
have a relatively short life in farming or forestry
environments and need frequent cleaning, regular
adjustment and proper maintenance.
2 of 5 pages
Health and Safety
Executive
Safe riding methods
On sit-astride ATVs rider positioning is vital to operate
them correctly. The position of the rider on the
machine needs to be changed depending on the
terrain and motion. Riders must have the ability to
move and balance the momentum of the ATV with
their own body weight. Plan routes (and review the
plan if a route is used regularly) to assess risks.
■■ When selecting trailed equipment look for:
■■
The following advice is no substitute for formal
training.
■■ Most ATVs have no differential and so do not
■■
■■
■■
■■
■■
■■
■■
■■
handle in the same way as other machines. This
means that when you turn, the ATV tries to keep
going in a straight line.
When cornering on an ATV with no differential, or
with the differential lock engaged, where your body
weight needs to be positioned depends on how
sharp the corner is and on how fast you are going.
Correct body position allows you to transfer weight
to the outside of the turn through the footrests
while maintaining balance with the torso. This lets
the inside wheels skid slightly allowing the ATV to
make the turn properly.
You must understand how the transmission system
of your machine will affect engine braking for both
riding on slopes and recovery of stalled ATVs.
When riding across a slope, keep your weight on
the uphill side of the ATV.
When going downhill, slide your weight backwards,
select a low gear and use engine braking, reducing
the need to use the brakes.
When going uphill, it is important to review the
route before starting the climb. Move your weight
forwards and maintain a steady speed. It is
important to shift your body weight forwards as
much as possible. If necessary, stand up and lean
forward, keeping both feet on the footrests at all
times and always maintain momentum.
Avoid sudden increases in speed. This is a
common cause of rearward overturning accidents,
even from a standing start on flat ground where
there is good grip.
Never put your foot onto the ground to stabilise an
ATV when riding, but shift your weight across the
ATV away from the imbalance.
Always read the owner’s manual.
Trailed equipment and loads
Ensure all riders know the manufacturer’s
recommended towing capacity and drawbar loading
limit. Always operate within these requirements.
Remember that your ability to control the ATV by your
body movements will be considerably reduced when
carrying a load or towing a trailer.
■■
■■
■■
■■
–– over-run brakes;
–– a swivel hitch drawbar;
–– bead lock rims on wheels;
–– a low centre of gravity and a wide wheel track;
–– a long drawbar;
–– attachment points for securing a load.
Check the weight ratio between your ATV and its
trailed load. This needs to be assessed for each
operation. As a general guide, on level ground
braked trailed equipment can be a maximum
of four times the unladen weight of the ATV. For
unbraked trailed equipment the maximum should
be twice the unladen weight. These loads should
be reduced when working on slopes, uneven
ground or poor surface conditions. Follow the
manufacturer’s advice for your particular machine.
Weight transfer is also important. Stability and
resistance to jackknifing is improved if some load is
transferred onto the ATV’s drawbar. Approximately
10% of the gross weight of the loaded trailer is
recommended, but this should not exceed the
manufacturer’s drawbar loading limit. Remember
that weight transfer can change dramatically when
you start going up or down hill.
When selecting mounted equipment, make sure it
is within the manufacturer’s approved weight limit,
with a low centre of gravity and controls which are
easy to operate but do not create a hazard. Where
equipment is added to one end of the machine,
add ballast at the other end to maintain stability.
Loads carried on racks must be well secured,
eg with ratchet straps, and be evenly balanced
between the front and rear, except where they
are deliberately altered to aid stability when going
up or down a slope. Maximum weights that can
be carried should be specified in the operator’s
manual and may be marked on the machine.
These should not be exceeded.
Only tow a load from the hitch point. Loads towed
from other points, such as the rear rack, have
caused sudden rear overturning even on slight
slopes or with slight acceleration. Do not use ropes
or chains to drag a load; they can become caught
on a wheel. This may lead to entanglement with
the brake cable, causing unexpected braking.
Using sprayers
■■ Sprayers should be fitted with an induction hopper
unless the filling point is less than 1.5 m from the
ground and within 0.3 m from the edge of the
sprayer. A separate clean water tank for washing
must be provided containing at least 15 litres of
clean water and a tap that allows the water to run
without being continuously pressed.
■■ When buying a sprayer look for a low centre of
gravity and internal baffles to reduce liquid surge
and improve stability when turning on slopes.
3 of 5 pages
Health and Safety
Executive
■■ ATVs should only be used with rear-mounted spray
booms or other equipment that reduces the risk of
pesticide exposure to the operator.
■■ Do not hold a spraying lance while riding your ATV
as you need two hands for safe control.
Accessories
conditions of use before fitting any such structure
and consult the manufacturer for information.
Side-by-side ATVs
ROPS fitted
Beware of the potential dangers of accessories which
are not approved by manufacturers, eg home-made
gun racks and boxes. Either use accessories supplied/
approved by manufacturers or seek their advice as to
the suitability of those sourced elsewhere.
Don’t overload
cargo bed
Any weight added above the centre of gravity will
decrease the ATV’s stability, eg feed hoppers/
dispensers fixed above the rear rack.
Children
■■ Never carry a child as a passenger. It is illegal and
will reduce your ability to control the ATV.
■■ Children under 13 years old are prohibited from
using an ATV for work. Over-13s should only ride
ATVs of an appropriate size and power after formal
training on a low-power ATV.
■■ Children under 16 years old are prohibited from
using most adult-sized machines. Check and
adhere to the manufacturer’s minimum age
recommendations for your ATV; this information
may be displayed on the machine and in operator
manuals. Similar restrictions apply to side-by-side
machines.
■■ The ratio of a child’s weight to that of the ATV is
significant, as weight transfer is the key to safe
handling.
■■ In the event of an overturn, a child may be crushed
by the weight of an adult-sized ATV. They may be
unable to lift it off unaided.
Roll-over protective structures (ROPS)
■■ HSE’s current advice is that roll-over protective
structures (ROPS or crush protection devices) are
not recommended for sit-astride ATVs. Research
has shown that they may lead to an increased
risk of injury in the event of an overturn by either
preventing the operator from separating from the
machine or striking the operator as the machine
overturns.
■■ Lap straps/seat restraints should not be fitted.
They prevent active riding and would be potentially
lethal without a full cab or roll cage.
■■ Weather cabs on sit-astride ATVs restrict a rider’s
ability to jump clear in an overturn. The rider is
likely to be crushed within the cab unless it is
strong enough to withstand the forces involved.
Carefully assess the risks for your particular
Lap belts/seat
restraints fitted
Figure 2 Example of a side-by-side ATV
Utility side-by-side ATVs are used for many of the
same purposes as tractors and designed for similar
work activities, ie off-road use on difficult terrain. They
have conventional sit-in seats, and the main controls
comprise a steering wheel and pedals. The driver does
not need to use weight transfer to steer or to control
stability. Nevertheless, the correct distribution of
weight on-board the vehicle is important, particularly
when carrying a load or on uneven surfaces. Loads
carried on the cargo bed should not exceed the
recommended weight and should be secured against
movement.
Training
The legal requirements for training are the same as for
the sit-astride ATVs.
ROPS and seat belts
The requirements for these machines are quite
different to those of sit-astride ATVs:
■■ To reduce the risk of injury in the event of a roll-
over or other incident, side-by-side vehicles
require lap belts/seat restraints as well as ROPS
that essentially form a protective structure around
the seating area. The compartment is usually
open, although some vehicles are fitted with a
windscreen and/or side doors. The driver and all
passengers should be protected by ROPS and
wear lap belts.
■■ Where a machine is amphibious and used on deep
water as opposed to marshland, then the seat
restraints (and possibly ROPS) could increase the
4 of 5 pages
Health and Safety
Executive
overall risk rather than reduce it. In this case, do
not use seat restraints while on the water. Assess
the risk from the roll frame according to its design
and the likelihood of trapping the occupants if the
machine should sink.
© Crown copyright If you wish to reuse this
information visit www.hse.gov.uk/copyright.htm for
details. First published 05/99.
Parking
If you have to park on a slope, always park across it
unless it is too steep. Accidents have occurred when
machines have run down slopes because of poor
brake maintenance or application, particularly while
they are being loaded and movement or the increase
in weight has set the machine in motion.
Useful contacts
EASI®, the European All-Terrain Vehicle Safety
Institute, is a not-for-profit organisation which provides
safety training courses for ATV riders.
EASI’s UK operation is sponsored by a number of
ATV manufacturers and delivers a programme of
specialist ATV training courses which are designed to
improve rider skills, safety levels and awareness of the
capabilities of ATV machines.
Buyers who purchase a new or used ATV from one of
these manufacturers via an authorised UK dealer are
eligible for free or highly subsidised training, subject to
qualifying terms, conditions and availability. See
www.quadsafety.org/ for details.
Training is also available from other organisations,
such as Lantra (lantra-awards.co.uk) and the British
Off Road Driving Association (BORDA)
(www.borda.org.uk).
Further information
For information about health and safety, or to report
inconsistencies or inaccuracies in this guidance, visit
www.hse.gov.uk/. You can view HSE guidance online
and order priced publications from the website. HSE
priced publications are also available from bookshops.
This guidance is issued by the Health and Safety
Executive. Following the guidance is not compulsory,
unless specifically stated, and you are free to take
other action. But if you do follow the guidance you
will normally be doing enough to comply with the law.
Health and safety inspectors seek to secure compliance
with the law and may refer to this guidance.
This leaflet is available at:
www.hse.gov.uk/pubns/ais33.htm.
Published by the Health and Safety Executive AIS33(rev1)
11/14
5 of 5 pages
D
3
INSTRUCTIONS / WARNING DECALS
SHT
0-
,.
C
•.
C
"
KEEP WHEEL NUTS TIGHT
CHECK DAILY
REFER TO THE OPERATORS MANUAL
FOR CORRECT TYRE INFLATION PRESSURE
OBSERVE TOWINGVEHICLE MAXTOWINGLIMITSOR TRAILER MAXWEIGHTS
WS 103
EAD OPERATORS
!
14
The above decals should be located on your trailer. If any of the above decals are not
located on your spreader or are damaged in any way contact your local Logic dealer for
some replacements decals before use.
□
4
LIFTING POINTS
The SXR trailer should be lifted from the 4 tie down points as shown in the image below.
•
Use lifting slings, never lifting chains.
•
To ensure safe lifting always lift the trailer using lifting slings that comply with BS EN1492-1.
•
Never lift the SXR trailer when it is loaded.
•
Always check lifting load limits before lifting.
•
Lifting equipment manufacturer’s guidelines must be followed at all times.
•
Ensure pedestrians are clear from danger.
NB: Refer to the VIN plate or the trailer specification on page 25 for unladen lifting weight.
15
D
5
!
MAINTENANCE / SERVICE
Never carry out maintenance work when the trailer is loaded.
Maintenance Schedule
Maintenance Operation:
Daily or Before
Each Journey
After First 600 Miles
Then Every 3000 Miles
••
••
••
••
••
•
Check tyre pressures
Visual check to ensure nothings loose
Check lights are working
Check condition of tyres
Check wheel nuts
Check condition of trailer floor
Hand Brake, Overrun Brakes
See the AL-KO Care and Maintenance Instructions
AXLE AND HITCH MAINTENANCE
Please follow the instruction outlined by AL-KO on pages 17 to 24 for the care and
maintenance of the axle and hitch.
•
!
•
Do not exceed the recommended tyre pressures.
Tyre pressure for 195/70-R14 max 42Psi
WIRING DIAGRAM 13 Pin Euro Plug
Key
•
••
8
1
1
•
0
3
1 lndl a or
2 Blu
Fog Light
Wh
dl lh
II rccn
R,IH lndic.atnr
' Brown
R,IH Idell ht
•
16
I Yt>llow
lg h h ,
ht
8
o v llow or Pink
Rcve, II g Ugllt
Road Wheels:
Jacks:
Jockey Wheel:
In most instances the road wheels
and tyres are supplied by the Caravan
Manufacturer. The condition of
wheels and tyres should be checked
regularly, particularly for distortion of
flanges and the wheel dish. Wheels
that are damaged or distorted, or
have wheel bolt seatings cracked or
deformed must not be repaired or
used in service - these must be
replaced.
The Corner Steadies Should
never be used to jack up the
caravan. When jacking becomes
necessary use the AL-KO Side Lift
Jack or 2-Tonne Jack system.
NOTE: It is essential that the car
& caravan are hitched together
before commencing jacking. All
AL-KO chassis from 1992 onwards
have 2 holes punched in the chassis
members, each side (rear of the
axle); to accept the brackets for the
Jack(s). (See Accessory Price List).
Corner Steadies may be used for
stability ONLY, when the caravan is
in the jacked position.
Lubricate screw thread and wheel
spindle periodically.
Important - Standard AL-KO
caravan chassis use M12 wheel
bolts. These must always only be
tightened to the correct torque setting
of 88 Nm (65 lbs/ft), in sequence,
(i.e. North, South, East, West);
NEVER clock or anti-clockwise.
ALWAYS use a calibrated torque
wrench, do not use a corner steady
brace, power or electric wrench. It is
as dangerous to overtighten wheel
bolts as it is to not tighten them
sufficiently. Important - The torque
settings should be re-checked after
50 Km.
The caravan should never be lifted
by jacking up under the chassis
member.
Side Lift
Jack
2-Tonne
If other wheel bolts are used please Jack
ensure the torque settings are as
follows:
If working under the caravan in an
elevated position, axle stands must
M10 - 49 Nm (36 ft. lb)
be used for safety. Wheel chocks
M14 - 135 Nm (99.5 ft. lb)
for the opposite wheel(s) are also
M16 - 210 Nm (155 ft. lb)
advisable.
CARE & MAINTENANCE INSTRUCTIONS FOR
YOUR AL-KO CHASSIS AND COMPONENTS
General Information:
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
Manufactured from high quality steel, dirt deposits.
the chassis has extra deep sections
to provide strength at points of The galvanised chassis should not be
maximum stress. Large elongated painted or subjected to any other
holes are punched in the longitudinal protective treatment.
chassis members, to reduce weight
to a minimum. Each hole incorporates Should the galvanising become
a return flange to maintain the required superficially damaged exposing the
strength and provide rigidity in the steel core, this should be cleaned and
treated with a Cold Galvanising
extra deep sections.
Spray obtainable from vehicle
The chassis frame is of a bolted accessory outlets.
construction
which
allows
replacement of individual parts should
Damage to chassis members through
the need arise.
impact etc, MUST NOT be
The chassis is Hot Dipped straightened or welded. Damaged
Galvanised. This is regarded as one chassis members MUST be replaced.
of the best forms of corrosion
protection. It does however require
Drilling or Welding of Parts
minimal maintenance in certain
or Accessories:
circumstances.
The AL-KO lightweight chassis has
been perfected by many years of
research and development, supported
by an exhaustive test programme.
Spare Wheel Carriers:
Each caravan has a set of punched
holes in the chassis member to
facilitate the fitting of a spare wheel
carrier. The assembly is of a strong,
lightweight construction and zinc
plated for all-weather protection.
There are 3 variants to suit most
AL-KO chassis (record your tyre size
on this booklet for future reference).
The carriers can be fitted for left or
right hand operation and are easy to
fit.
The telescopic frame tubes should
be lubricated periodically.
Special Note Aluminium Wheels
RECORD YOUR SPARE WHEEL CARRIER INFORMATION HERE:
The standard M12 x 1.5 60o Conical
Wheel bolts are NOT SUITABLE for
aluminium wheel rims. Special wheel
bolts should be used.
Caravan Make (eg Bailey):
Caravan Model (eg Pageant):
Year of Manufacture:
Tyre Size (eg 195R 13):
Dimension ‘X’ in mm:
(taken from following diagram)
Tyres:
The legal requirements for tread
depth on motor vehicles, also applies
to caravan and trailers.
AL-KO Kober Limited, South Warwickshire Business Park, Kineton Road, Southam, Warwickshire, CV47 0AL
Tel: 01926 818500 Fax: 01926 818562 www.al-ko.co.uk
Part No. 1386853
Iss. 1 06/03
16
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 finish 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.
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 oval (Fig. 1), (or
square, if German production (Fig.
2)), plate located in the centre of the
axle, facing rearwards. The third line
down marked “Capacity” (on German
plates “Achlast”) is the maximum
permitted axle loading and must
not be exceeded.
Where
the Caravan
Manufacturer
g
or Welding
of Parts or
states a maximum loading weight,
then this is the maximum
permitted load. This figure must
not exceed the maximum axle
load.
The chassis is designed and built to
precise tolerances and must not be
Enter your Axle details for future
drilled or welded (except in
reference:
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).
1
Fig.1
Load Over Axle Fig 5.
Optimum road holding together with
maximum
braking
effect.
Exceptionally heavy loads should be
packed directly over the axle.
Attention should be paid to the
legal regulations regarding the
permitted pressure exerted by the
towbar on the towed unit.
and compensates for the entire travel.
Trouble Shooting & Fault Finding:
Hand Brake:
With the gas strut version, pull the
handbrake lever until upright. With
the spring cylinder version, pull the
handbrake lever right up to the last
tooth. The caravan is then braked.
See page 12/13 for further details on
different handbrake types.
Table 3 Overrun Devices:
Fault
AXLE TYPES:
Fig. 2
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 defined as the
difference between ex-works weight
and the permitted total weight.
IMPORTANT NOTE:
Please note that with the handbrake
Safety Precautions:
fully applied, the caravan/trailer is
No welding is permitted on AL-KO able to move backwards by 25 cms
until the spring cylinder/gas spring
Axles
It is important that the wheel and hub/ takes effect.
brake drum are compatible. This mean
that the PCD, wheelbolts and inset Maintenance and Cleaning:
must all be compatible with both the Maintenance of Euro-Plus/Eurohub/brake drum and the wheel rim. Compact and Euro-Delta.
Particular attention must be paid to the The above semi-trailing axles come
recommended torque figures for the fitted with maintenance free wheel
bearings (greased and sealed for life)
wheelbolts (see pg 16).
The axle type details shown on axle and no adjustment is necessary.
type plates must not be obscured or NOTE: The hub bearing is not
made illegible by application of any protected against water ingress.
Check wheel brake linings for wear
additional surface finish.
every 10,000 kilometers or every 12
months via the inspection hole (Fig.
Operating Instructions:
6/Item 1).
Function:
Service Brake:
When the towing vehicle is braking or
Load Too Far Forward Fig 3.
travelling down hill, the overrun device
Steering and braking ability reduced. shaft is pushed in (dependent on the
Increased loading on the rear axle magnitude of the thrust on the shaft)
and chassis of the tow vehicle.
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.
Fig. 4
Fig. 3
Remedy
Poor Braking
Overrun shaft tight.
Overrun shaft corroded.
Body housing damaged.
Lubricate overrun shaf.t
and replace any damaged
parts.
Brakes Overheating During
Towing
Handbrake not fully released.
Braking system incorrectly set.
Incorrect attachment of breakaway
cable.
Release handbrake.
Reset brakes as page (4).
Ensure correct attachment as listed
on page (12) or refer to Braked Trailers
Use of Breakaway Cables sheet.
Handbrake Force Low
Defective gas strut.
Incorrect setting of spring cylinder.
Replace gas strut.
Reset spring cylinder as page (4).
Brakes Apply During
Deceleration or
Downhill Travel
Overrun damper is defective.
Replace the overrun damper.
Accessories:
Stabilisers:
Corner Steadies:
AL-KO overruns can be fitted with a
range of AL-KO Stabiliser devices (if
not already fitted as standard),
dependent on the maximum gross
weight of the caravan. AL-KO
stabilisers operate on a friction type
basis, whereby friction pads grip onto
a Dry, Grease Free Towball. It is
important to note that the AKS range
of stabilisers are suitable for use with
swan neck, fixed or detachable type
towbars or the special AL-KO
Extended Neck Bolt-On Towball. We
do not approve the use of any other
bolt-on type towball, other than the
AL-KO Towball. Failure to use the
correct towball may result in product
failure and will invalid your warranty.
Corner Steadies are as stated, for the
purpose of steadying the caravan
corners. They are NOT JACKS AND
SHOULD NEVER BE USED AS
SUCH. The screw and pivot pins
should be lubricated periodically to
ensure their satisfactory operation.
(See also Jack Operation).
Shock Absorbers:
Fig. 6
Adjust if necessary. Where
continuous travel in hilly regions or
Load Too Far Back Fig. 4.
Reversing:
High skid risk together with poor When the towing vehicle is reversing, high mileage is experienced, earlier
braking effect.
the overrun device shaft is pushing in, inspection and adjustment may be
applying the brakes via the overrun necessary.
lever, brake rod system, bowden
cables and the expander mechanism.
The backwards rotation of the brake
Fig. 5
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
2
Cause
All AL-KO chassis have pre punched
holes to accommodate Shock
Absorbers, in front of the axle. On
the Euro-Axle System, axle swing
arms have a removable rectangular
plastic cap exposing a slot to
accommodate retro-fit brackets for
the Octagon Shock Absorbers. (See
Accessory Price List). Delta Axles
have Shock Absorbers fitted as
standard which MUST NOT BE
REMOVED.illin
The AKS range is available in three
different models: The AKS 1300 is
suitable for caravans up to a
maximum gross weight of 1360 Kg,
the AKS 2700 up to 2700 Kg and the
new AKS 2004 up to 2000 Kg. Each
Stabiliser can also be retro-fitted with
an AL-KO Security Device and Safety
15
ball, to ensure maximum theft
Deterrent (please see our accessory
price list for further details). All ‘Red’
coloured AL-KO Security Devices
have full TUV and Sold Secure
Approvals and are available from
most good caravan dealers or direct
from AL-KO Mail Order on 0800 074
4334.
AKS 1300 &
Security
Device
AKS 2700 &
Security
Device
AKS 2004 &
Security
Device
Trouble Shooting & Fault Finding:
Table 1 Axles:
Fault
Cause
Remedy
Poor Braking
Linings worn or damaged.
Brake Linings not bedded in.
Brake set up incorrect.
Replace Brake Linings.
Will pass after braking a few times.
Reset Brakes as page (4) & ensure
system is lubricated.
Difficulty in Reversing
Braking system set too tightly.
Auto-Reverse lever too stiff.
Brakes Overheating
Incorrect setting.
Braking system not fully released.
Handbrake Force Low
Reset Brakes as page (4).
Lubricate and free off Reverse Lever.
Reset Brakes as page (4).
Check Handbrake has been released
& the system is running freely.
Overrun lever stuck.
Lubricate and free off Reverse Lever.
Damage or Corrosion to braking system Check system as page (4) and
repair or renew parts as necessary.
Incorrect setting of the brakes.
Linings not bedded in.
Axle shock absorbers defective.
Reset brakes as page (4).
Check and replace damper if
necessary.
Replace shock absorber.
Fault
Cause
Remedy
Coupling does not engage
onto ball
Ball diameter too large.
Ball could be damaged or deformed.
Coupling head dirty or defective.
Change ball to correct size.
Fit new ball.
Clean & Lubricate coupling and
replace if necessary.
Difficulty in Uncoupling
Ball damaged or deformed.
Coupling damaged or deformed.
Coupling head under pressure
from damper.
Fit new ball.
Replace if necessary.
Pull foward a few inches to
to relieve pressure
Too much play in the
coupling
Coupling damaged or deformed.
Ball too small.
Replace if necessary.
Fit new ball.
Uncomfortable ride or
Uneven Braking
Loose braking adjustment.
Damper defective.
Reset brakes as page (4) and
lubricate as necessary.
Will pass after braking a few times.
Table 2 Coupling Heads:
14
Note: The flanged 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 flanged 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 fitting the
new flanged nut. After fitting excess
grease must be removed with white
sprit.
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.
SPARE PARTS:
The rear hexagon cap head bolt
located under the black plastic cap
MUST NOT BE DISTURBED under
any circumstance. 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.
Spare parts are safety critical parts!
For this reason when fittting 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.
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
To establish the correct spare parts
required for your axle you should
always quote the axle type (axle
identification plate Figs. 1/2) and
Spare Part Identification no. (ETI
No.), which will be stamped onto the
wheel brake or on the identification
plate (Fig. 7). Please establish these
numbers before contacting AL-KO
or a Service Agent.
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.
Fig. 8
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.
Fig. 9
“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
Fig. 10
Fig. 7
For Trouble Shooting & Fault Finding
- please see Table 1 on page 14.
3
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. 13). (On
tandem axles a double abutment
(bracket) is fitted 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.
10. Ensure the balance bar
(compensator) is being pulled
evenly (Figs.11 & 13). Excessive
movement to this bar (double on
tandem axles) would indicate
possible incorrect adjustment (if
appropriate, repeat step No. 7 - Fig.
13).
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.
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 & 13).
13. Adjust the two locking nuts,
forward of the spring cylinder (Fig.
11), (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. 13). (If the
overrun assembly is fitted with a gas
4
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 12/13 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 in sequence, i.e. North, South, East,
West NOT clock or anti-clockwise
(refers to steel rims 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.
Coupling Up (Euro-Overrun
Devices):
Fully retract Jockey Wheel inner tube
so that it locks against Jockey Wheel
outer tube.
Slacken Jockey Wheel Clamp handle
and raise complete assembly through
cutout in body to its highest position
(ensure it doesn’t come into contact
with the brake rod assy), fully tighten
Jockey Wheel Clamp handle to ensure
the Jockey Wheel is firmly held in
position (Fig. 44).
Uncoupling (All Types):
Secure caravan/trailer by chocking both
wheels. Apply handbrake fully. There
are 4 different handbrake systems (See
Figs 41-45). With all four systems
please observe the following:
Handbrake Lever With Gas Strut (Fig.
41):
Ensure handbrake is fully applied (as
highlighted). This will ensure that the
gas strut will automatically re-apply the
wheel brakes if the trailer starts to roll
backwards.
To Release:
Press the handbrake push button fully
home and firmly press the handbrake
lever back into the off position
(handbrake horizontal).
Caution:
If the handbrake is not fully applied
as detailed above, there is danger
that the trailer could roll backwards!
Caution:
The brake rod must not be under
tension/bowed when the handbrake
is disengaged, otherwise the
breakaway mechanism will not
function.
Handbrake Lever With Spring
Cylinder (Fig. 42):
Apply handbrake fully ensuring that
handbrake is in the vertical position.
This will ensure that the spring cylinder
energy store is fully loaded and will
automatically re-apply the wheel brakes
if the trailer starts to roll backwards.
Caution:
If the handbrake is not fully applied
as detailed above, there is danger
that the trailer could roll backwards!
Automatic Handbrake Lever (Fig.
43):
Ensure handbrake is fully applied (as
highlighted). This will ensure that the
gas strut or spring cylinder will
automatically re-apply the wheel brakes
if the trailer starts to roll backwards.
Caution:
If the handbrake is not fully applied
as detailed above, there is danger
that that the trailer could roll
backwards!
To Release:
Firmly push the handbrake lever back
into the off position (Handbrake
horizontal).
Handbrake Lever With Spring
Cylinder and Gas Strut (Fig. 45),
normally fitted to commercial units:
Ensure handbrake is fully applied (as
described). This will ensure that the
gas strut or spring cylinder will
automatically re-apply the wheel brakes
if trailer starts to roll backwards.
Caution:
If the handbrake is not fully applied
as detailed above, there is danger
that the trailer could roll backwards!
To Release:
Press the handbrake push button fully
home and firmly press the handbrake
lever back into the off position
(handbrake horizontal).
Servicing:
Every 10,000 - 15,000 Km or every 12
months:
Lubricate/grease all sliding and moving
parts of the overrun device as show in
Fig. 46.
13
Fig. 46
Recommended lubricant. General
purpose grease to DIN 51825 KTA
3KA.
Servicing and care of hot dip galvanized
parts:
The formation of white rust is only a
surface coating and has no adverse
effect on the anti-corrosion properties
of galvanising. In order to minimise the
potential for the formation of white rust
the following precautions should be
taken:
Ensure there is adequate air circulation
when storing hot dip-galvanized parts.
After winter journeys it is recommended
that surfaces are washed with clean
water.
Spare Parts:
Spare parts are safety critical parts! For
this reason when fittting 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 you should always quote
the model and type of overrun device
in question along with the ETI No.
which is stamped into the overrun
device housing. The ETI number for the
Euro Overrun can be found on the
handbrake lever (See Fig. 44).
For Troubleshooting and Fault Finding,
please see Table 3 on Page 15.
Overrun Devices:
Caution:
Please note when parking the
caravan/trailer, the wheelbrake autoreverse mechanism will allow the
caravan/trailer to travel backwards
for approximately 25 cm (please
allow sufficient clearance when
parking).
Operation:
AL-KO overrun devices are a
mechanical type, using a hydraulic
damper.
Coupling Up:
Manoeuvre towing vehicle or trailer to
coupling point.
Overrun devices fitted with 50 mm
coupling head:
Fully open coupling head handle and
secure hitch onto the towball. See
pages 6/7 (coupling up).
Thread the breakaway cable through
the breakaway cable guide provided
(Fig. 39) and connect it to attachment
point provided on towing bracket (Fig.
38). Please refer to ‘Braked Trailers Use
of Breakaway Cables’ for further detail.
Fig. 39
Fig. 40
Caution:
The breakaway cable operates the
handbrake (emergency brake), in the
event of the caravan/trailer becoming
detached from the towing vehicle
during towing. For this emergency
brake to work correctly, it is absolutely
essential that the following points are
observed:
1) The breakaway cable MUST run
through the breakaway cable guide.
2) The breakaway cable MUST NOT
be wrapped around the jockey wheel,
as this disables the emergency brake
(Fig. 40).
3) The cable MUST run as straight as
possible and not be restricted.
4) Ensure the cable is long enough to
allow for cornerning and will not
become taut or snag during use, as this
could result in the handbrake operating
whislt towing.
Please refer to ‘Braked Trailers Use of
Breakaway Cables’ Information sheet,
supplied with your caravan/trailer.
Overrun Device Fitted with 50 mm
Coupling Head:
Connect trailer electric plug controlling
lights and indicators etc. into towing
vehicle socket.
Wind the jockey wheel up fully and
clamp securely in position, ensuring
that it does not foul the brake rod or
breakaway cable.
Ensure handbrake is fully off by pushing
it fully down (Figs. 41-45).
Remove wheel chocks if fitted and stow
safely.
Caution:
Failure to comply with this could result
in the brakes overheating.
Fig. 42
Fig. 43
Fig. 11
Fig. 44
Fig. 13
Safety Precautions:
When parking your tow vehicle and
caravan/trailer on site, you must apply
the caravan handbrake. If the unit is
parked but disconnected from the tow
vehicle, it is strongly recommended that
each wheel is chocked using AL-KO
or suitable wheel chocks.
If a ‘detachable’ type drawbar is fitted
(as with catering trailers), the drawbar
must not be removed from the trailer
with the hand-brake applied.
Fig. 12
In the importance of Safety, please
familiarize yourself with the operation
of this overrun device BEFORE using
your caravan/trailer.
Brake Linkages: It is recommended that all brake linkage threads are lightly greased for protection.
Overrun device fitted with Eye End:
Lock the eye end into the eye end jaw
assembly and see operating
instructions for vehicles fitted with eye
end jaw assembly.
Fig. 38
Fig. 45
Fig. 41
12
5
Coupling Heads/Combined
Stabiliser Devices:
Your Caravan will be fitted with
either a standard coupling head
or a combined stabiliser/coupling
unit. If your caravan is fitted with
an AKS 1300 Stabiliser, please
request Part No. 1385106 for full
operating instructions. If fitted
with AKS 2700, request Part No.
1385107.
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 ±25o
vertically and ±20o horizontally - see
Fig 14.
If exceeded, components will be
overloaded and the operation of the
assembly adversely affected!
Coupling Up:
Open coupling handle. To do this pull
the coupling handle up (Fig. 15) in the
direction of the arrow.
The coupling mechanism has a fixed
open position, ie. as long as the
coupling head is not placed on the ball
the coupling will remain open.
Put the open coupling onto the towball.
The coupling handle automatically and
audibly clicks into position. In the
interests of safety, press the handle
down by hand (Fig. 15).
The coupling head is correctly
connected when the green cylinder
part of the safety indicator is visible
(when viewed from the side - Fig. 15/
Item 2).
The coupling mechanism is correctly
engaged when the coupling handle
can no longer be presssed down any
further (by hand).
Caution:
If the coupling head is not correctly
hitched onto the towball, then the
caravan/trailer can become
disconnected from the towing vehicle.
Uncoupling:
Open the coupling handle and lift the
coupling head from the towball. When
there are higher nose loads, coupling
and uncoupling can be made easier
by using the jockey wheel.
Fig. 14
Wear Indicator:
A wear indicator on the coupling head
(Fig. 16) shows whether the wear limit
of the towing vehicle’s towball or the
trailer coupling has been reached.
green
Fig. 15
10) Replace rubber soft dock, insert
top section first then bottom.
Operation:
For Coupling types AK160, AK300
& AK350.
For this purpose, hitch up the trailer
to the towball and drive the unit for
approx. 500 m. This will set the
coupling head adjustment. Following
this, check the wear indicator as
follow.
6
Important Maintenance and
Cleaning Advice:
red
green
red
Fig. 32a
Fig. 16
If the green indicator is visible on the
coupling (with the coupling engaged
Fig. 16), the coupling head is in good
condition or the wear on the towball
is within permissible limits.
When the green indicator on the
coupling handle is completely
covered over and only the red portion
is visible (Fig. 16), this could be
caused by the following:
The towball has reached the lowest
wear limit of 49.61 mm dia.
Both coupling head and towball are
showing signs of wear.
Towball is in good condition with 50
mm dia, but the coupling head is
showing an excessive level of wear.
Caution:
Under these circumstances, the
coupling head can become detached
from the towball and the caravan/
trailer can breakaway from the tow
vehicle. The coupling head and
towball must therefore be checked
IMMEDIATELY before future use.
Any faulty parts must be changed
IMMEDIATELY.
All maintenance work should be
carried out by AL-KO Approved
Workshops.
green
red
Fig. 33
1) The towball should be cleaned
regularly to remove grease or other
residue, the use of Thinners, White
Spirit or Brake Cleaner is
recommended - otherwise the
stabilising effect will be severely
reduced.
2) If friction pads are contaminated,
they should not be cleaned but
replaced.
3) The surface of the towball must
be free of grooves, rust or seizing
marks.
4) Towballs coated (with paint or
similar) must have this surface
completely removed (use 100 or 120
grain emery paper). If this is not done,
increased towball wear will occur and
may cause damage to the AKS 2004
components.
5) In Winter, carefully spray only the
visual indicator with de-icer.
Lubrication:
Should lubrication of the stabiliser
parts become necessary, then the
following must be observed.
a) Clean all parts thoroughly.
b) Areas may only be covered with a
thin film of grease (Fig. 37).
c) Use multipurpose grease DIN
51825 KTA 3K.
Warning: When lubricating, ensure
none gets into the friction pad or
towball holding area.
red
Fig. 34
Friction Pad Replacement
(Front/Rear only):
1) Uncouple the AKS 2004
2) Remove the rubber soft dock (pull
up and off) Fig. 35/Item 1 & Fig 35a.
3) Press the safety indicator
outwards and secure with SW14
hex. spanner (not included), (Fig. 35/
Item 2).
4) Remove cheese-head screws
(Fig. 35/item 3 & Fig 35a), using
special torx tool.
5) Press friction lining recess (Fig.
35/Item 4) inwards and pull down
and out.
6) Open coupling handle (Fig. 35/
Item 8).
7) Remove countersunk head cap
screw using special torx tool (Fig. 35/
Item 5 & Fig. 36).
8) Press friction pad inwards with a
screwdriver and remove from ball
cup.
9) Fitment of new linings takes place
in reverse. Tighten screws 3 & 5 to
5 Nm.
Fig. 35
Fig. 37
Fig. 35a
Fig. 36
11
.
Remedial Action:
a) Clean the tow ball and friction pads
by lightly rubbing the surface (100120 grit emery paper).
b) Lubricate the drawshaft sleeve via
the grease nipples. In addition, push
the gaiter forward and grease (DIN 51
825 KTA 3K) the exposed part of the
shaft (Fig. 31).
c) Visit a specialist workshop to have
the ball holding area checked for
damage and the locking mechanism
for function. If necessary, change the
towball.
Checking the efficiency of the
front/rear friction pads:
1) Couple the AKS 2004 to the towball
but do not activate the stabiliser.
2) If a green indicator is visible (on
the handle), then the AKS 2004 is in
a new condition or the pads and
towball are within the permissible
limits (Fig. 33/Item 2).
3) If only a red indicator is visible (Fig.
34/Item 3), then this may have the
following causes:
a) AKS 2004 is okay but the towball
has reached the lowest limit of 49.61
mm
b) AKS 2004 shows signs of wear
c) Towball is in a new condition (50
mm) but the front/rear friction pads
show a high degree of wear.
Operation:
For coupling types AK7, AK 10/2
or AK252. (This type of coupling
is normally fitted to trailers or
older model caravans).
Coupling Up:
Push the safety lever (Fig. 17/Item
1) up with the index finger and lift the
handle up and forwards. Put the
opened coupling onto the towball with
the handle pulled up and in addition
press down by hand. The coupling
will close by applying a light pressure.
Press the handle down by hand until
the catch snaps out (Fig. 17/Item 3).
Establish the diameter of the towball
so that conclusions may be drawn as
to the wear of the friction pads (ball
diameter must not be less than 49.61
mm)
As a rule, the friction pads of the AKS
2004 do not make a noise during
driving. Any clicking, creaking or
squeaking noises that do arise may
be due to the following:
a) Foreign bodies or dirt between the
friction pad and tow ball.
b) Dry operation of the drawshaft
inside the overrun device.
c) A detachable towball which has too
much play in the locking mechanism.
Fig. 31
Servicing and Cleaning:
1) Uncouple AKS 2004.
2) Remove protective caps (Fig. 32/
Item 1) with the aid of a small
screwdriver.
3) Press worn out pad inwards and
remove (use punch and hammer)
(Fig. 32/2)
4) Insert new friction pad from below
(after first re-inserting shim washers
if they were present) and press in as
far as it will go (Fig. 32/Item 4 & Fig.
32a).
10
Fig. 17
Fig. 32
Clean Towball.
Lightly grease, or oil ball socket, joints
and bearing points as appropriate.
General purpose grease to DIN
6=51825 KTA 3K.
Fig. 19
green
Friction Pad Replacement (please
replace one at a time):
Servicing & Cleaning:
Lubrication Points (Fig. 19)
Fig. 18
Fig. 30
Noises whilst driving:
Wear Indicator:
If the handle reaches the back of the
cutaway portion of the housing, when
the coupling head is engaged (Fig.
18) there will be play between the
towball and coupling head. Automatic
re-adjustment is no longer possible
and the assembly will need
inspecting.
The coupling head is correctly
engaged when the green cylinder part
of the safety indicator is visible (Fig.
17/Item 2).
Caution:
Under these circumstances, the
coupling head can become detached
from the towball and the caravan/
For Toubleshooting and Fault Finding
trailer can breakaway from the tow - please see Table 2 on Page 14.
vehicle. The coupling head and
towball must therefore be checked
IMMEDIATELY before future use.
Any faulty parts must be changed
IMMEDIATELY.
All maintenance work should be
carried out by AL-KO Approved
Workshops.
.
Caution:
It is most important to check that the
coupling head is properly engaged on
the towball each time.
Uncoupling:
Lift coupling handle fully and remove
the coupling head from the towball.
Where there are higher nose loads,
coupling and uncoupling can be
made easier by using the jockey
wheel.
7
Operating Instructions for AKS
2004 (if applicable)
REGULATIONS:
1) The AKS 2004 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 2004 coupling
under permit No. e1*94/20*0930*00.
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 25o
(Fig. 21).
3) Swan Neck towbars (fixed or
detachable) are suitable for use with
the AKS 2004 providing they comply
RESTRICTIONS OF USE:
to EC Directive 94/20 and have the
required minimum 60 mm clearance,
1) The trailer coupling may only be measured from the centre of the
connected to towing vehicles where towball (Fig. 21).
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.
Clearances for Stabiliser Handle
(Fig. 20):
Fig. 21
SAFETY WARNINGS:
1) In accordance with EC Directive
94/20, couplings of type A 50-1
cannot be used (see Fig. 22), your
warranty will be invalid if this type of
towball is used.
2) For UK use, please use the
extended neck towball (type A50-X).
3) A bolted-in type ball coupling (Fig.
23) is only permissible if the thread
is locked or welded.
4) The AKS 2004 cannot be used
with a laterally attached reversing
lever, on the left side, when facing
direction of traffic.
5) The towball must be free from
grease, paint and other residue,
otherwise the stabilising effect will be
greatly reduced.
6) If friction pads become
contaminated with grease, they
should be replaced.
7) The AKS 2004 should only be
operated by one person, when
opening or closing the handle, to
reduce injury risks.
Stabiliser Unit:
Manoeuvring:
To operate the Stabiliser (once
coupled to the towball), simply press
the stabiliser lever down as far as it
will go (Fig. 27/Item 2).
For easier manoeuvring (on
campsites etc), pull the stabiliser lever
to the ‘up’ position.
AKS 2004 Delivery
Specifications:
Checking the efficiency of the left/
right friction pads:
Coupling handle (Fig. 24/Item 1),
Stabiliser Lever (Fig. 24/Item 2)
1) Couple up AKS 2004.
2) Open Stabiliser lever (Fig. 29/
Item1).
3) Close Stabiliser lever until
resistance is felt (ie friction pads are
in contact with the ball but not yet
under pressure).
4) If the arrow on the arm (Fig. 29/
Item 4) is before or on the marked
area (Fig. 29/Item 2) the friction pads
are still as new (See A)
5) The arrow on the arm should lie
between the marked area on the soft
dock (See B)
6) If the arrow on the plate reaches
or passes the marked area on the soft
dock then the friction pads need
replacing (See C).
Please Note: It is not necessary to
adjust the friction pads
Preparation for coupling/
uncoupling:
The Stabiliser lever (Fig. 25/Item 2)
must be in the uppermost position
(open).
Coupling:
Fig. 20
Min. 67 mm
Pull the coupling handle (Fig. 26/Item
1) up in the direction of arrow. The
coupling mechanism has an open
position ie. as long as the AKS2004
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 flat position.
Fig. 22
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) (85mm100mm), which equates to 440 mm
when used in conjunction with an
AL-KO overrun.
Warning: The coupling is correctly
engaged when the green edge of the
safety indicator button is visible
(Fig. 27/Item 3).
Uncoupling:
Pull the stabiliser lever handle up as
far as it will go, open the coupling
handle and lift the AKS2004 from the
towball. With larger nose loads,
coupling and uncoupling can be
made easier by using the jockey
wheel to assist lifting.
Please Note: The friction pads (Fig.
28/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.
Fig. 28
Fig. 24
Fig. 25
Fig. 29
Please do not use the stabiliser lever
as an manoeuvring handle. Please
use the handles on the Caravan or fit
the AL-KO manoeuvring handle to
your jockey wheel (available
separately).
Fig. 26
1) During opening or closing, the AKS
must only be operated by one person.
2) Press stabiliser lever down by hand
force only DO NOT use your foot or
an extension bar, this will damage the
components (Fig. 30).
3) When opening or closing the
stabiliser lever, please ensure your
hand does not touch the coupling
handle - you may accidentally trap
your fingers! (Fig. 30).
Fig. 27
Fig. 23
8
9
g,
I
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~
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)(
·,-
Hitch
Tyre size
Gross weight
Unladen weight
Payload capacity
Axle ground clearance
Hitch height (trailer level)
~
-
-
1840mm
351kg
345kg
50mm ball swivel coupling
195/70-R14
1300kg
949kg
955kg
300mm
455mm
1700mm
450mm
740mm
1500mm
2995mm
* BT Beaver tailed by 70mm
Tailgate height from ground (closed)
Bed height form ground
Side height from ground
Bed width (inside)
Bed length (inside)
2060mm
4240mm
SXR726BT
6
Max width
Max length
SXR726
D
SPECIFICATIONS
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7
PARTS DIAGRAM AND PARTS LIST
04
08
o-
.,,,
/
/
,,,,-/
(
I
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j
/
I◄
11
26
!I
IItem
Part Number
Description
001
I002
003
I004
005
I006
007
I008
009
010
011
I012
013
I014
015
MSU-A040
FSD05016,FWF05,FNN05
SXR106
FSC14125
SXR100-20
SXR100-23
SXR100-19
FSH08020,FWF08,FNN08
SF242-01
MG242LH
SAX1301B-1015
WT760
SXR100BTX
RT710-01
RT710-1001
Number Plate Mounting Plate
S/Screw M5 X 16, Flat Washer, Nyloc Nut
Tailgate Ramp 1500 MM
Screw C/Sunk S/Tap 14G X 1 ¼” Type B
Floor Cap Rear VBT
Floor Complete VBT
Beaver Floor Capping
S/Screw M8 X 20, Flat Washer, Nyloc Nut
Spray Suppression Flap 4 MM
Mudguard L/H XRT/VT
Wheel Bolt Conical M12 X 1.5
WL/TY 195/70 R14 – W740
Trailer Basic 2995 X 1500 B/TA
Jockey Wheel
Jockey Wheel/Prop Stand Clamp 48 MM
I016
C625
Coupling AL-KO 950kg – 1600kg
I018
FBH12100,FWF12,FNN12
I
017 C625-1019
019 FBH10070,FWF10,FNN10
I020
FSH08025,FWF08,FNN08
I022
SXR100-13
021 SXR100-05A
023 FSH12030,FWF12,FNN12
I024
FIP050050
I026
SAX999B-1019
025 SAX999B-1018
027 SAX1301B-1002
I028
SAX1303
029 RT710-02
I030
FIP040040
031 FPL06
I032
FPD35
033 MSU-T016
Cable Breakaway
Bolt M12 X 100, Flat Washers, Nyloc Nut
I
I
I
I
I
I
I
I
I
I
Bolt M10 X 70, Flat Washers, Nyloc Nut
S/Screw M8 X 25, Flat Washers, Nyloc Nut
Drawbar Assembly
Brake Rod
I
I
S/Screw M12 X 30, Flat Washer, Nyloc Nut
Insert Plastic 50 X 50 X 32-5 MM
Brake Balance Bar
M10 Ball Nut
I
I
Brake Rod Support Tube
Axle Alko Braked 1300kg 1585 MM
I
Propstand C/W Bracket 30” X 48MM
Insert Plastic 40 X 40 X 26-4 MM
I
Pin Linch 6 MM
Pin Drop link Assembly M12 X 35 MM
I
Tape Grip Safety Walk Black
27
u,
'O
28
I Item
I
I
I
I
I
I
I
I
Part Number
Description
01
02
03
04
05
06
07
08
09
10
11
12
13
ME-L010
MSU-A040
ME-L203-01A
ME-L200-1001
FWF06, FNN06
ME-L200-1002
ME-L200-1003
FST06016
ME-L200-1004
ME-C057
ME-L200-1007
FCT100
FCC09
Lamp Number Plate
Number Plate Mounting Plate
Number Plate Light Wire
L/H Combination Lamp + Reverse
Flat Washer, Nyloc Nut
End Outline Marker Lamp C/W Connector
Front Position Lamp C/W Connector
S/Screw Taptite Hex M6 X 16
Main Cable Harness
Connector 7 Pin Male 13 Pin Female
DC Connector +2 Covers
Cable Tie 100 MM
Clip Cable Round 8 MM
14
ME-L200-1008
Side Retro Reflector
15
FRA06020
Rivet Advel 6.35 MM X 20.3 MM
16
ME-L200-1005
R/H Combination Lamp + Fog
17
ME-L200-1009
Plug Holder
I
I
I
I
I
I
I
I
I
29
Item
01
Part Number
Description
06
07
08
10
13
SAX1301B-1002
SAX1301B-1003
SAX1301B-1004
SAX1301B-1005
SAX1301B-1006
SAX1301B-1007
SAX1301B-1008
SAX1301B-1009
SAX1301B-1010
SAX1301B-1011
SAX1301B-1012
SAX1301B-1013
Back plate Welded L/H
Back plate Welded R/H
Detachable Bowden Outer Cable: 1020 MM
Cable Eye
Reverse Lever Spring
Reverse Lever L/H
Reverse Lever R/H
Brake Shoe
Pull-Off Spring
Expanding Clutch
Brake Drum Complete 100 x 4/M12 x 1.5
Flange Nut
14
SAX1301B-1014
Dust Cap
02
03
04
05
I
l
I
l
I
1
l
15
SAX1301B-1015
Wheel bolt Conical M12 X 1.5
18
SAX1301B-1016
Bearing Bolt
19
SAX1301B-1017
Split Pin 4 X 20 – DIN 94
20
SAX1301B-1018
Shoe Retaining Spring
22
SAX1301B-1019
Adjuster Assembly Complete
25
SAX1301B-1020
Plastic Plug
26
SAX1301B-1021
Cover Plate
27
SAX1301B-1022
Bowden Cable Shell
31
SAX1301B-1023
Stub Axle
34
SAX1301B-1024
Bolt (Single Use Only) M20 X 60 DIN
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LOGIC MANUFACTURING PRODUCTS OWNER GUARANTEE
This Logic Manufacturing product is guaranteed against faulty workmanship and materials for a
period of 12 months from the date of purchase.
On Engine-Powered equipment, the engine manufactures guarantee will apply, any claims being
subject to their terms and conditions.
All claims must be made in writing within 28 days of the alleged failure.
All claims must be made through the dealer who originally supplied the machine.
Any defective parts must be kept for inspection and if requested, sent to the factory or dealer.
The customer must bring equipment for repair to the dealer.
This guarantee becomes void if unauthorised modifications have been made, or if parts not
manufactured, supplied or approved by Logic Manufacturing have been fitted to the machine.
We accept no liability for normal wear and tear, misuse or abuse, or where recommended
maintenance has not been carried out.
All guarantee work must be authorised by Logic manufacturing prior to any work being done. Work
carried out without our consent may not be reimbursed.
31
CE:
DECLARATION OF CONFORMITY
--2006/42EC
**** *
***
*•*
*
LOGIC MANUFACTURING LTD
Foundry Industrial Estate
Bridge End
HEXHAM
Northumberland
Product Type: SXR726/ SXR726BT
Covered By Technical File Number: CE – SXR100
Serial Number:
Standards and Regulations Used:
Whole Vehicle Type approval. E11*2007/46*0860*00. Granted 20/12/12
BS EN ISO 2454-1:2009 Agricultural Machinery. Safety — General requirements.
BS5401:1990 Information, content and presentation of operator manuals provided for
tractors and machinery for agriculture and horticulture.
The Supply of Machinery (Safety) Regulations 2008
HSE Guidelines on ATV Equipment (Agric Sheet No. 33)
Place of Issue: United Kingdom
Name of Authorised Representative: S A WEIR
Position of Authorised Representative:
PRODUCT DEVELOPMENT MANAGER
Declaration,
I declare that as the authorised representative, the above information in relation to the
supply / manufacture of this product, is in conformity with the stated standards and other related
documents following the provisions of 2006/42EC directive
Signature of Authorised Representative
Date: 06/05/2014
32

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