Manual Gomaco

The Worldwide Leader in Concrete Paving Technology
Commander II
Trimmer/Paver
Operator/Service
Manual
Network Controls
GOMACO CORPORATION
A Division of
GODBERSEN-SMITH CONSTRUCTION COMPANY
WARRANTY
All equipment manufactured by Gomaco Corporation ("GOMACO") and delivered new to the initial purchaser and user, and all parts
manufactured by GOMACO and contained in that equipment, and all parts manufactured by GOMACO and delivered new to the initial
purchaser are sold under and are subject to the following warranty and limitations:
FOR A PERIOD OF SIX MONTHS AFTER DELIVERY TO THE INITIAL PURCHASER AND USER, GOMACO will replace, f.o.b. its
factory, any part manufactured by GOMACO (whether contained in equipment manufactured and delivered by GOMACO or delivered separately)
having defects in materials or workmanship, all without charge except for shipping and installation costs and transportation expense of those
involved in the installation of such parts. GOMACO will make no allowances for repairs or alterations to such equipment or such parts unless
the same are authorized in writing by GOMACO.
EXCEPT AS MAY BE OTHERWISE AND EXPRESSLY PROVIDED HEREIN, SUCH REPLACEMENT OR REPAIR OF
DEFECTIVE PARTS MANUFACTURED BY GOMACO SHALL BE THE EXCLUSIVE REMEDY OF THE INITIAL PURCHASER AND
USER AND ANY OTHER PERSON TO WHOM THIS WARRANTY MAY EXTEND.
NO AFFIRMATION OF FACT OR PROMISE, AND NO DESCRIPTION, AND NO SAMPLE OR MODEL MADE OR PRESENTED BY
ANY PERSON WITH RESPECT TO EQUIPMENT OR PARTS MANUFACTURED BY GOMACO SHALL CONSTITUTE A WARRANTY
UNLESS EXPRESSLY AUTHORIZED OR CONFIRMED BY GOMACO IN WRITING. NO STATEMENT BY ANY PERSON SHALL CHANGE
THE TERMS OR SCOPE OF THE WARRANTY, LIMITATIONS AND DISCLAIMERS IN THIS INSTRUMENT UNLESS AUTHORIZED OR
CONFIRMED IN WRITING BY GOMACO.
ALL WARRANTIES PROVIDED HEREUNDER OR OTHERWISE SHALL CEASE TO EXIST UPON (i) THE MAKING OF UNAUTHORIZED
REPAIRS OR ALTERATIONS, (ii) IMPROPER OPERATION, (iii) OPERATION IN A MANNER EXCEEDING OPERATING LIMITATIONS, (iv)
USE FOR A PURPOSE EXCEEDING CAPABILITIES, (v) OR ABUSE, MISUSE, NEGLIGENCE OR ACCIDENT, AND IN ANY EVENT, (vi)
UPON EXPIRATION OF SIX MONTHS AFTER DELIVERY TO INITIAL PURCHASER AND USER.
THE WARRANTIES PROVIDED FOR HEREIN SHALL NOT EXTEND TO ANY PERSON, EXCEPT FOR BODILY INJURY, OTHER
THAN THE INITIAL PURCHASER AND USER OF EQUIPMENT AND PARTS MANUFACTURED BY GOMACO.
EXCEPT FOR THE WARRANTIES EXPRESSLY AND SPECIFICALLY MADE HEREIN, GOMACO MAKES NO OTHER
WARRANTIES, EXPRESS OR IMPLIED, AND DISCLAIMS ALL OTHER IMPLIED WARRANTIES OF MERCHANTABILITY AND ALL
IMPLIED WARRANTIES OF FITNESS FOR A PARTICULAR PURPOSE FOR WHICH THE EQUIPMENT OR PARTS ARE REQUIRED.
Any parts, accessories, subassemblies, engines, motors and other items not manufactured by GOMACO but furnished with or constituting
a part of the equipment sold by GOMACO ARE NOT COVERED BY ANY OF THE WARRANTIES HEREIN, AND WITH RESPECT TO ANY
SUCH ITEM, GOMACO MAKES NO WARRANTY OF ANY KIND WHATEVER, EXPRESS OR IMPLIED, AND DISCLAIMS ALL IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. No affirmation of fact or promise, and no description,
and no sample or model, and no express warranty of any type, has been authorized by GOMACO or by any other person with respect to any
such item, and any affirmation, statement or description as to any such item constitutes merely an opinion or commendation.
GOMACO SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES FOR, AND DISCLAIMS ANY LIABILITY FOR, ANY INCIDENTAL
OR CONSEQUENTIAL DAMAGES, INCLUDING LOST OR DUPLICATED TIME OR EXPENSE, ACCRUING FOR ANY REASON TO THE
OWNER OR USER OF ANY PRODUCTS SOLD BY GOMACO, WHETHER CLAIM IS MADE IN CONTRACT OR IN TORT OR UNDER ANY
WARRANTY OR IN NEGLIGENCE OR OTHERWISE, AND IN ANY EVENT, GOMACO SHALL NOT BE LIABLE FOR ANY DAMAGES FOR
ANY REASON IN EXCESS OF THE PURCHASE PRICE OF THE EQUIPMENT OF THE EQUIPMENT SUBJECT TO THIS WARRANTY.
GOMACO reserves the right to make changes in its products without incurring any obligation to incorporate such improvements in any
products previously sold or in service.
GOMACO CORPORATION
G. L. Godbersen
PRESIDENT & CEO
CHAPTER I
Commander II
Trimmer/Paver
Operator and Service
Manual
Network Controls
MACHINE SERIAL NUMBER:__________________________________

ENGINE SERIAL NUMBER: ___________________________________
GOMACO Corporation
HIGHWAYS 59 & 175
Ida Grove, Iowa 51445
Telephone: 712-364-3347
Fax: 712-364-3986
Form No. H-62N1004C1
Revision 1.1
Printed in USA
Copyright 2004 GOMACO
Commander II
To the Customer
TO THE CUSTOMER
Your new GOMACO Commander II Trimmer/Slipform Paver was carefully designed and manufactured to
give years of dependable service. To keep it running efficiently, read the instructions in this manual
thoroughly. It contains detailed descriptions and instructions for the efficient operation and maintenance
of your Commander II Trimmer/Slipform Paver. Each section is clearly identified so you can easily find
the information that you need. Read the Table of Contents to learn where each section is located. All
instructions are recommended procedures only.
Throughout this manual you will come across Caution, Warning or "Danger" statements which will
be carried out in bold type and preceded by one of the following symbols. Be certain to carefully read the
message that follows to avoid the possibility of personal injury or machine damage.
DANGER!
A "Danger"statement is of utmost importance and signals

severe injury or high probability of death to the user if proper
precautions are not taken.
WARNING!
A "Warning" statement is customarily used to indicate a

potential hazard which could result in serious personal
injury.
CAUTION!
A "Caution" statement usually indicates a hazard that could

result in minor injury, or damage to equipment.
You will also come across "Notice" statements which will be carried out in bold type. A "Notice"
statement usually indicates a precaution or procedure to take to prevent personnal injury, property
damage or an unsatisfactory finished product.
Right hand and left hand sides are determined by facing the direction the Commander II Trimmer/Slipform
Paver will travel during paving operations. The conveyor end of the Commander II is referred to as the
front and the engine is located at the rear.
Record your Commander II Trimmer/Slipform Paver serial numbers in the appropriate spaces provided on
the title page. Your GOMACO dealer needs this information to give you prompt, efficient service when
you order parts. It pays to rely on an authorized GOMACO Distributor for your service needs. For the
location of the Distributor nearest you, contact GOMACO.
NOTE: It is GOMACOs policy to constantly strive to improve GOMACO products. The information,
specifications, and illustrations in this publication are based on the information in effect at the time of
approval for printing and publishing. GOMACO therefore reserves the right to make changes in
design and improvements whenever it is believed the efficiency of the machine will be improved
without incurring any obligation to incorporate such improvements in any machine which has been
shipped or is in service. It is recommended that users contact an authorized GOMACO Distributor
for the latest revisions.
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Commander II
Table of Contents
Table of Contents
CHAPTER I
To the Customer ..................................................................................................................................... 1-2
Table of Contents ................................................................................................................................... 1-3
Safety Decals .......................................................................................................................................... 1-5
Safety Statements ................................................................................................................................ 1-10
Quick Reference Parts List ................................................................................................................. 1-13
CHAPTER II CONTROL AND GAUGES

01 Content of Chapter ............................................................................................................................ 2-1
02 Engine Controls and Gauges ........................................................................................................... 2-1
03 Hydraulic Controls and Gauges ..................................................................................................... 2-2
04 Network Control System ................................................................................................................. 2-9
Faceplate Controls and Gauges ................................................................................................. 2-9
Service Panel Switches .............................................................................................................. 2-11
Displays ..................................................................................................................................... 2-13
Calibrate Displays ..................................................................................................................... 2-15
Operation of System ................................................................................................................. 2-16
Set Displays .............................................................................................................................. 2-18
Service Displays ........................................................................................................................ 2-18
Test Displays ............................................................................................................................. 2-19
System Diagnostics ................................................................................................................... 2-19
05 Moving the Machine ....................................................................................................................... 2-23
CHAPTER III CURB, GUTTER, & SIDEWALK SETUP

01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
Content of Chapter ........................................................................................................................... 3-1

Curb and Gutter Form Preparation ................................................................................................. 3-1
Sidewalk Form Preparation ............................................................................................................. 3-5
Trimmerhead Preparation ................................................................................................................ 3-7
Mounting the Trimmerhead ............................................................................................................. 3-8
Mounting the Hydraulic Trimmerhead Lift Assembly ................................................................... 3-9
Mounting the Water Tank ............................................................................................................... 3-10
Mounting the Conveyor ..................................................................................................................3-11
Installing the slipform mold .......................................................................................................... 3-13
Installation of the standard drawbar .......................................................................................... 3-13
Installation of a drawbar extension assembly ........................................................................... 3-14
Installing the offset drawbar extension ...................................................................................... 3-14
Attaching golf cart path or sidewalk slipform molds.................................................................. 3-18
Mounting the sensors (standard) ................................................................................................. 3-20
Mounting the sensors (scab-on) ................................................................................................... 3-23
Preliminary Adjustments ............................................................................................................... 3-24
Final Adjustments .......................................................................................................................... 3-28
Pouring Operations ........................................................................................................................ 3-29
Lubrication and Maintenance Service Interval Chart ........................................................ 4-1

CHAPTER IV MAINTENANCE .............................................................................................. 4-3
01 Content of Chapter ...........................................................................................................................
02 Fuels ..................................................................................................................................................
03 Lubricants .........................................................................................................................................
Engine Lubrication Oil .................................................................................................................
Hydraulic Oil ................................................................................................................................
1-3
4-3
4-3
4-3
4-3
4-4
Commander II
04
05
06
07
08
09
10
11
12
13
14
15
Gear Case Oils ............................................................................................................................ 4-4

Grease ........................................................................................................................................ 4-4
Ten Hour or Daily Service ................................................................................................................ 4-4
Fifty Hour or Weekly Service .......................................................................................................... 4-7
150 Hour .......................................................................................................................................... 4-13
250 Hour Service ............................................................................................................................ 4-14
500 Hour Service ............................................................................................................................ 4-14
600 Hour or Annual Service .......................................................................................................... 4-15
Servicing Air Cleaner ..................................................................................................................... 4-18
Battery Service ............................................................................................................................... 4-19
Alternator, Regulator and Starter Service .................................................................................... 4-20
Adjusting Servo Valves .................................................................................................................. 4-21
Adjusting Pressures ...................................................................................................................... 4-21
Trimmerhead Pressure .............................................................................................................. 4-22
Conveyor Pressure ................................................................................................................... 4-22
Tractive Pressure ...................................................................................................................... 4-23
Counterbalance Valve Pressure ................................................................................................ 4-24
Vibrator Pressure ...................................................................................................................... 4-24
Lift Pressure .............................................................................................................................. 4-25
Calibrating the Slope Sensor ........................................................................................................ 4-25
CHAPTER V TROUBLESHOOTING
01
02
03
04
05
06
Content of Chapter ........................................................................................................................... 5-1

Troubleshooting the Engine ............................................................................................................ 5-1
Troubleshooting the Hydraulic Reservoir System ........................................................................ 5-1
Conveyor Hydraulic Diagnostics .................................................................................................... 5-4
Troubleshooting the Trimmerhead System ................................................................................... 5-7
Troubleshooting the Tractive System .......................................................................................... 5-10
Counterbalance Valve Description ............................................................................................. 5-11
Steer Servo Description ............................................................................................................. 5-11
Track Two-Speed Description ................................................................................................... 5-12
07 Troubleshooting the Vibrator System .......................................................................................... 5-16
08 Slipform Mold Hydraulic System Dianostics ............................................................................... 5-20
09 Troubleshooting Auxiliary Hydraulic Systems ............................................................................ 5-23
Locking Valve Description for early model machines ................................................................ 5-23
10 Troubleshooting the Grade Hydraulic Systems .......................................................................... 5-25
11a Network Electrical Drawing ......................................................................................................... 6-32
11 Network Steer and Grade Electrical Diagnostics ........................................................................ 5-33
Automatic Steer Operation ........................................................................................................ 5-34
Manual Steer Operation ............................................................................................................ 5-35
12 Emergency Stop Electrical Diagnostics ...................................................................................... 5-44
13 Troubleshooting the Engine Electrical System ........................................................................... 5-49
CHAPTER VI STRINGLINE SET-UP

01 Content of Chapter ............................................................................................................................
02 Setting Straight Line .........................................................................................................................
03 Setting Line for Radii ........................................................................................................................
04 Positioning Stringline for Cross Slope Changes ...........................................................................
05 Setting the Line Under the Machine ...............................................................................................
1-4
6-1
6-1
6-4
6-5
6-6
Commander II
Safety Decals
1-5
Commander II
1-6
Commander II
1-7
Commander II
NOTICE
WARNING!
DO NOT OPERATE THIS EQUIPMENT UNTIL
YOU HAVE READ AND THOROUGHLY
UNDERSTAND THE OPERATORS MANUAL.
FAILURE TO FOLLOW THIS PROCEDURE MAY
RESULT IN INJURY OR DEATH.
DANGER!
DO NOT ALTER OR MODIFY THIS PRODUCT
WITHOUT THE EXPRESS WRITTEN CONSENT
OF THE MANUFACTURER.
UNAUTHORIZED MODIFICATION MAY RESULT
IN SERIOUS INJURY OR DEATH.
DCAL-058
1-8
Commander II
1-9
Commander II
Safety Statements
GENERAL SAFETY STATEMENTS
1. The C-II should only be operated by responsible persons who have thoroughly read the operators
manual and have been properly instructed to do so. Do not allow unnecessary persons on the
machine.
2. Be certain all shields and guards are kept in place.
3. Be certain that the trimmerhead or auger is free of debris before engaging the control valve.
4. Keep hands, feet and clothing free of moving parts. Do not wear loose fitting clothing or jewelry
that can catch on controls or other parts of the machine.
5. Use steps and hand rail to mount and dismount from the C-II.
6. Be certain that the engine is shut off before performing service or maintenance on the C-II.
7. Stop the trimmer wheel or auger rotation and shut the engine off before removing debris.
8. Be certain that all hydraulic control valves and electrical controls are in the "off" position before
starting the engine.
9. Wear a hard hat, protective glasses and other protective equipment as required by job conditions.
10. Report all needed repairs.
1-10
1-10
Commander II
size leak, can penetrate body tissue, causing serious
injury, and possible death.
SAFETY SECTION
The safety section lists basic safety precautions. In
addition, this section identifies the text and locations of
warning labels used on the machine.
If fluid is injected into your skin, it must be treated by a

doctor familiar with this type of injury immediately.
Do not bend or strike high pressure lines. Do not
install bent or damaged lines, tubes or hoses.
Read and understand the basic precautions listed in

the safety section before operating or performing
lubrication, maintenance and repair on this equipment.
Repair any loose or damaged fuel and oil lines, tubes

and hoses. Leaks can cause fires.
WARNING: DO NOT OPERATE THIS EQUIPMENT

UNTIL YOU HAVE READ AND THOROUGHLY
UNDERSTOOD THE OPERATORS MANUAL.
Inspect all lines, tubes and hoses carefully. Do not

use your bare hands to check for leaks. Tighten all
connections securely.
Check for the following:
DANGER: DO NOT ALTER OR MODIFY THIS

PRODUCT WITHOUT THE EXPRESS WRITTEN
CONSENT OF THE MANUFACTURER.
UNAUTHORIZED MODIFICATION MAY RESULT IN
SERIOUS INJURY OR DEATH.
-End fittings damaged or leaking.

-Outer covering chafed or cut and wire
reinforcing exposed.
-Outer covering ballooning locally.
WARNING SIGNS AND DECALS
-Evidence of kinking or crushing of the flexible

part of the hose.
There are several specific safety signs or decals on

your machine. Please take the time to familiarize
yourself with the safety signs.
-End fittings displaced.
Make sure that you can read all safety signs. Clean or
replace these if you cannot read the words or see the
pictures. When cleaning the labels use a cloth, water
and soap. Do not use solvents, gasoline, etc., to clean
safety signs. The use of solvents, gasoline, etc., could
loosen the signs adhesive and cause the sign to fall
off.
You must replace a label if it is damaged, missing or
cannot be read. If a label is on a part that is replaced,
make sure a new label is installed on the replaced
part. Contact your GOMACO dealer for new labels.
BURN PREVENTION
Do not touch any part of an operating engine. Allow
the engine to cool before any repairs are performed on
the engine.
Do not touch any hydraulic tank, valve or hose when at
operating temperature. Allow the hydraulic oil to cool
before performing any service on the hydraulic circuits.
Relieve all pressure in oil, fuel or cooling systems
before any lines, fittings or related items are
disconnected or removed.
HIGH PRESSURE WATER
COOLANT
High pressure water can cause personal injury. When

using high pressure water for cleaning, wear a
protective face shield, protective clothing and
protective shoes. Wear eye protection at all times
when cleaning the machine. Pressurized water could
cause debris and/or water to be blown and result in
personal injury. Do not aim the nozzle at any part of
the body.
At operating temperature, the engine coolant is hot

and under pressure. The radiator and all lines to the
engine contain hot coolant. When pressure is relieved
rapidly, this hot coolant can turn into steam.
FLUID LEAKS
Any contact with hot coolant or steam can cause

severe burns.
Check the coolant level only after the engine has been
stopped and the filler cap is cool enough to remove
with your bare hand.
Always use a board or cardboard when checking for a

leak. Escaping fluid under pressure, even a pin-hole
1-11
1-11
Commander II
Remove the cooling system filler cap slowly to relieve
pressure.
Have a fire extinguisher available and know how to

use it. Inspect and have it serviced as recommended
on the instruction plate.
Cooling system additive contains alkali. To prevent

personal injury, avoid contact with the skin and eyes
and do not drink.
When starting from an external source, always

connect the positive (+) jumper cable to the POSITIVE
(+) terminal of the battery of the engine to be started.
Allow cooling system components to cool before

draining.
To prevent potential sparks from igniting combustible

gases produced by some batteries, attach the negative
(-) boost ground cable last, to the starter NEGATIVE () terminal (if equipped) or to the engine block.
BATTERIES
Battery electrolyte contains acid and can cause injury.
Avoid contact with the skin and eyes.
Clean and tighten all electrical connections. Check

daily for loose or frayed electrical wires. Have all
loose or frayed electrical wires tightened, repaired or
replaced before operating the machine.
Wash hands after touching batteries and connectors.

Use of gloves is recommended.
Batteries give off flammable fumes which can explode.
Do not smoke when observing the battery electrolyte
levels.
Support equipment and attachments properly when

working beneath them.
Always wear protective glasses when working with

batteries.
Never attempt adjustments while the engine is running

unless otherwise specified in this manual.
FIRE OR EXPLOSION PREVENTION
Stay clear of all rotating and moving parts. Guards

should be in place whenever maintenance is not being
performed.
All fuels, most lubricants and some coolant mixtures

are flammable.
Wear protective glasses when striking objects to avoid

injury to your eyes.
Diesel fuel is flammable. Gasoline is flammable. The

mixture of diesel and gasoline fumes are extremely
explosive.
Do not smoke in areas where batteries are charged, or
where flammable materials are stored.
Keep all fuels and lubricants stored in properly marked
containers and away from all unauthorized persons.
Store all oily rags or other flammable material in a
protective container, in a safe place.
Do not weld or flame cut the frame, pipes or tubes that
contain flammable fluids without prior authorization
and instruction from GOMACO or a GOMACO
authorized dealer. Do not weld on the machine with
the battery connected. Disconnect the battery
negative (-) ground cable to prevent damage to the
electrical system and /or explosion.
Remove all flammable materials such as fuel, oil and
other debris before they accumulate on the engine or
other components of the machine.
Do not expose the engine or hydraulic components to
flames if at all possible.
CRUSHING OR CUTTING PREVENTION
Chips or other debris can fly off objects when struck.

Make sure no one can be injured by flying debris
before striking any object.
MOUNTING AND DISMOUNTING
Do not jump off the machine. Always use steps and
handholds when mounting and dismounting.
Clean steps, handholds and areas of the machine you
will be working on or around.
PREPARING TO START THE MACHINE
Be sure that all protective guards and covers are
installed if the machine must be started to make
adjustments or checks. To help prevent an accident
caused by parts in rotation, work carefully around
them.
Inspect the machine for potential hazards.
Make sure no one is working on, or close to the
machine before starting or moving it.
1-12
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Commander II
Quick Reference Parts List

Engine Oil Filter
Cummins 4BT3.9 .............................................................................................. 210-46A29
Engine Primary Fuel Filter
Cummins 4BT3.9 .............................................................................................. 210-46A30
Engine Secondary Fuel Filter
Cummins 4BT3.9 .............................................................................................. 210-46A31
Engine Air Filter
Cummins .......................................................................................................... 210-46B41
Hydraulic
Main Hydraulic Filter Element ........................................................................... 110-10A88
High Pressure Lift Circuit Filter Element ........................................................... 110-45Q53
Sump Filter ....................................................................................................... 110-46F19
Sump Filter Access Cover Gasket .................................................................... GT62-194
Access Cover Bolt Rubber Seal Washer .......................................................... 420-30A96
Network controller system
Grade/Steering Sensor ..................................................................................... 500-46D83
Slope Sensor .................................................................................................... 500-46Y35
Feedback Pot ................................................................................................... 500-46D84
S2X (direct replacement for DC2) .................................................................... 500-49J69
Main Control Panel Module .............................................................................. 500-48L55
Display Switch Assembly (Main Control Panel Module) ........................ B-GT61-555-D
Individual Control Meter Module ....................................................................... 500-48L54
Vertical Switch Assembly (Elevation Control) ........................................ B-GT61-555-B
Horizontal Switch Assembly (Steering Control) ..................................... B-GT61-555-C
Sensor Coil Cord (10 ft.) ................................................................................... 520-48D39
Sensor Coil Cord (20 ft.) ................................................................................... 520-48D40
Servo Valve (5 gpm) ......................................................................................... 125-45N30
Servo Valve Mounting O-rings (4 required) ................................................. 160-10F22
1-13
Commander II
Grade Sensor Wand (Complete) ...................................................................... 500-15A77
Sensor Wand (Tube Only) .................................................................... 500-15A80
Thumb Screw for Grade Wand ............................................................. 500-10P87
O-ring for Thumb Screw on Grade Wand ............................................. 500-10P88
Steering Sensor Wand ..................................................................................... 500-15A69
Thumb Screw for Steering Wand ......................................................... 500-10F65
0-3000 psi (0-207 bar) Pressure Gauge ........................................................... 700-35A46
Ignition Key Switch ........................................................................................... 210-46K14
Vibrator ............................................................................................................. GT11-046
Relief Cartridges
Main Relief Valve Cartridge (RPGC JAN) ........................................................ 125-10B39
Vented Main Relief Valve Cartridge (RVEA LAN) ............................................ 125-10C47
Vibrator Main Relief Valve Cartridge (RPGC JAN) ........................................... 125-10B39
Vibrator Vented Main Relief Valve Cartridge (RVEA LAN) ............................... 125-10C47
Vibrator Variable Relief Valve Cartridge (RVGA LHN) ..................................... 125-45Q87
Lift Lock Check Valve/Thermal Relief (CBCA LHN) ......................................... 125-45N98
Solenoid Valve
Vibrator Solenoid Valve Spool and Coil (NC) ................................................... 125-50G58
Emergency Stop Solenoid Valve Spool and Coil (NO) ..................................... 125-50G57
Tractive Brake Solenoid Valve Spool and Coil (NO) ........................................ 125-50G57
Servo Lock Solenoid Valve Assembly (Coil 125-45R94) .................................. 125-45R91
Circuit Breakers
10 Amp ............................................................................................................. 525-10S44
20 Amp ............................................................................................................ 525-10S45
Quick Coupler O-Rings
1/4 inch ............................................................................................................. 160-10Y41
3/8 inch ............................................................................................................. 160-10J99
1/2 inch ............................................................................................................. 160-10K03
3/4 inch ............................................................................................................. 160-10K01
Conveyor Discharge Chute .............................................................................. RC64-028
Trimmer Teeth (Carbide Tip) ............................................................................ 730-45J82
1-14
Commander II
CHAPTER II CONTROL AND GAUGES
01 Content of Chapter
This chapter gives a description of all engine, hydraulic
and electrical controls used on the Commander II.
The basic operating procedures for the Commander II
are also covered. Read this chapter thoroughly to
identify yourself with all controls and operations. Pay
particular attention to all safety statements.
NOTICE
WARNING!
DANGER!
DCAL-058
02 Engine Controls and Gauges
CAUTION!
CONTINUOUS EXPOSURE TO ENGINE AND

MACHINE NOISE CAN CAUSE HEARING INJURY.
DO NOT OPERATE THE MACHINE WITHOUT
ADEQUATE HEARING PROTECTION.
Throttle: The engine speed can be adjusted with this
control in one of two ways. First, by turning the control
counterclockwise (out) to increase rpm and clockwise
(in) to decrease rpm. Second, by pushing in on the
center button and pulling out on the control to increase
rpm or pushing in on the control to decrease rpm.
Normal engine operating speed is 2150 rpm
(maximum). Do not increase engine speed above
1000 rpm until engine oil pressure has increased,
especially in turbocharged engines.
Ignition Switch: On/off/start positions. Off
position shuts off the electrical power to the electronic
controls and stops the engine. On position supplies
electrical power to the electronic controls and the
engine fuel solenoid to open it. Start position is used
for starting the engine. After the engine starts, allow
the switch to return to the on position. Turning the
ignition switch to the off position will stop the engine.
Engine controls and gauges

033-3057
Tachometer and Hour Meter: Electrically operated

and registers engine rpm and hours of operation.
Driven by the alternator. Normal operating speed is
2150 rpm (maximum).
Voltage Meter: Indicates voltage in the electrical
circuits. Normal indication is a 13-14 volt charge at
2150 rpm.
Engine Water Temperature: Indicates operating
temperature of the engine coolant. Normal operating
temperature is approximately 190-200 (88-93.4 C.)
for Cummins engines, depending on ambient air
temperature. If the temperature rises above 220 F.
(104.4 C.) locate the cause and correct.
Air filter restriction indicator

033-3198
Air Filter Restriction Indicator: Monitors the amount

of engine air intake restriction. As the air intake
restriction increases, the line will move higher on the
indicator. When the engine is stopped, the line will
lock in place. When the line shows in the service
indicator window, the air filter needs replacing. Push
in on the button in the bottom and release it to reset
the indicator.
Engine Oil Pressure: Indicates engine oil pressure.

Normal operating pressure is 65 psi (4.5 bar) at 2150
rpm for Cummins engines. Refer to the appropriate
engine operators manual for additional instructions.
2-1
Commander II
Left Track Pressure Gauge: Monitors the amount of
pressure required to operate the left track drive system
in forward or reverse. Normal operating pressure
range is 650 to 1800 psi (48 to 124 bar). Relief
pressure setting for the tractive system is 2150 psi
(148 bar).
Right Track Pressure Gauge: Monitors the amount
of pressure required to operate the right track drive
system in forward or reverse. Normal operating
pressure range is 700 to 1800 psi (48 to 124 bar).
Relief pressure setting for the tractive system is 2150
psi (148 bar).
Master disconnect switch

033-3178
Master Disconnect Switch: The master disconnect

switch is used to disconnect the ground side of the
electrical system from the negative post of the battery.
With the switch in the off position, ground to all
electrical circuits is disconnected and the circuits will
not operate. When the switch is turned to the on
position, a ground is provided to the electrical circuits,
allowing them to operate. The switch must be in the
on position during normal operation.
Notice: To minimize the potential of electrical
system damage, disconnect the battery cables
from the battery before welding any part of this
machine.
Conveyor pressure gauge

033-3219b
Conveyor Pressure Gauge: Monitors the amount of

pressure required to operate the charging conveyor.
Amount of pressure required will depend on the
amount of concrete on the conveyor. Normal
operating pressure range is 500 to 1800 psi (34 to 124
bar). Relief pressure setting for the conveyor system
is 2150 psi (148 bar).
03 Hydraulic Controls and Gauges
Lift pressure gauge

033-3219c
Hold over pressure gauge (option)

033-3219a
Lift Pressure Gauge: Monitors the amount of

hydraulic pressure available for machine grade
(elevation) and steering control. Normal lift pressure is
1600 psi (110.3 bar).
Form Hold-Over Pressure Gauge (Option):

Monitors the amount of pressure applied to the
hydraulic cylinder holding the rear of the slipform mold
over in contact with an existing concrete surface for
scab on placement.
Note: If lift pressure drops below 1000 psi (69

bar), machine control may become slow.
Vibrator pressure gauge

033-3219d
Track pressure gauges

033-3219g
Vibrator Pressure Gauge: Monitors the amount of

pressure required to operate the vibrator circuit.
Amount of pressure required will depend on the
2-2
Commander II
number of vibrators being operated and their speed.
Normal operating pressure range is 500 to 1500 psi
(34 to 103.4 bar).
on the various systems to maintain pressure below

relief setting.
Note: Excessive oil temperature may cause
serious damage to components.
Trimmer pressure gauge

033-3219e
Trimmerhead Pressure Gauge: Monitors pressure

required to drive the trimmer wheel. Normal operating
pressure range is 500 to 1800 psi (34 to 124 bar).
Pressure will vary depending on depth of cut,
subgrade density and forward travel speed.
Hydraulic Filter Pressure Gauge: Monitors the

amount of pressure required to force the hydraulic oil
through the main hydraulic filter. Normal operating
pressure is below 25 psi (1.7 bar). During cold
weather start-up, the filter pressure may exceed 25 psi
(1.7 bar). The filter must be changed when the gauge
registers in the replace area with the hydraulic oil at
operating temperature.
Hold down pressure gauge

033-3219f
Form Hold-Down Pressure Gauge: Monitors the

amount of pressure applied to the hydraulic cylinder
holding the rear of the slipform mold down in contact
with the concrete.
Conveyor control valve

033-3183b
Hydraulic oil gauges

033-3218
Hydraulic Oil Temperature Gauge: Monitors the

hydraulic oil temperature. Normal operating
temperature is 140 to 180 F (60 to 82 C.)
depending on the ambient temperature. If the
hydraulic oil temperature rises above 195F (90.5C),
locate the cause of the overheating. Overheating can
be caused by excessive load on all systems on a
warm day, air flow through the oil cooler restricted and/
or by a system that is constantly exceeding relief
pressure. The overheating can be corrected by
reducing the load on all systems on a warm day,
cleaning the oil cooler fins, and/or by reducing the load
WARNING!
TO AVOID SERIOUS INJURY, DO NOT STAND ON

THE CONVEYOR ANY TIME THAT THE ENGINE IS
RUNNING, IN CASE IT IS ACCIDENTALLY
STARTED. DO NOT OPERATE THE CONVEYOR
WHEN CLEANING THE MACHINE. KEEP HANDS,
FEET AND CLOTHING AWAY FROM ROTATING
BELT, PULLEYS AND ROLLERS. STOP THE
CONVEYOR BEFORE CLEANING THE BELT,
PULLEYS OR ROLLERS.
Conveyor Directional Control Valve: Controls the
direction and speed of the charging conveyor. When
the control valve is moved towards the forward
position, the conveyor runs in a charging direction.
The off position stops the conveyor. Reverse is
used mainly for cleaning the belt. The more the
control valve is moved from the off position, towards
forward or reverse, the faster the conveyor will run.
When cleaning the conveyor, clean the visible side of
2-3
Commander II
the belt and then turn it 1/2 turn to clean the opposite
side. Do not allow the conveyor to run continuously
when cleaning.
Note: The auxiliary travel/vibrator selector valve

must be in the vibrator position and the vibrator
variables must be turned in the increase direction
for the vibrators to operate.
The micro switch controls output signal to the steer
servo valve. When the button is depressed, the output
signal to the steering servo valve is broken. When the
button is released, steering output to the steer servo
valve is restored.
The micro switch also acts as an engine start safety
switch. The switch button must be depressed to crank
the engine.
Travel control valve and micro switch

033-3183c
WARNING!
BE CERTAIN THAT THE AREA IN FRONT OF, AND

BEHIND THE MACHINE IS CLEAR BEFORE
MOVING THE MACHINE. MOVE THE MACHINE
SLOWLY WHEN LOADING OR UNLOADING IT. BE
CERTAIN THAT THE AREA AROUND THE
MACHINE IS CLEAR BEFORE TURNING.
Travel Variable Speed Control Valve: Controls the
operating travel speed in either forward or reverse
from 0 to 30 fpm (0 to 9 mpm) or 0 to 54 fpm (0 to 16
mpm) in auxiliary travel. Travel of the machine should
always be started or stopped with this valve. When
the control valve is moved in the decrease direction to
the off position, the track drive system is stopped. As
the control is rotated in the increase direction, the track
drive system begins to operate. The more the control
valve is moved in the increase direction, the faster the
tracks will turn.
Auxiliary travel/vibrator selector valve

033-3183d
Auxiliary Travel/Vibrator Selector Valve: Directs

the hydraulic fluid flow from the vibrator pump to the
vibrator system when in the vibrator position (knob
pulled out). Directs the hydraulic fluid flow from the
vibrator pump to the tractive system when in the
auxiliary travel position (knob pushed in).
Micro Switch: Automatically starts and stops all of

the vibrators. When the travel variable speed control
valve handle is raised clear of the micro switch button,
the machine will begin to move and the vibrators will
begin to operate simultaneously. When the control
valve handle is pushed down, depressing the micro
switch button, the vibrators will stop at the same time
as the machine stops.
Track directional control valves

033-3184a
2-4
Commander II
WARNING!

SLOWLY WHEN LOADING OR UNLOADING IT. BE
Travel Directional Control Valves: Controls the
travel direction of each track individually. When the
control valve is placed in the forward position, the
corresponding track will move forward and will move in
reverse when the control valve is placed in the
reverse position. When the control valve is in the
neutral (center) position, the track will not move. The
starting and stopping of the tracks is controlled by the
travel variable speed control valve.
DANGER!
TO PREVENT SERIOUS INJURY, OR DEATH, BE

CERTAIN THAT THE TRIMMERHEAD AREA IS
CLEAR BEFORE STARTING THE
TRIMMERWHEEL. STAY CLEAR OF THE
TRIMMERWHEEL AND DISCHARGE AUGER WHEN
THE ENGINE IS RUNNING. STOP THE ENGINE
BEFORE PERFORMING ANY SERVICE WORK ON
THE WHEEL UNLESS OTHERWISE INSTRUCTED.
Trimmerhead control valve

033-3184b
Trimmerhead Control Valve: Controls the direction

of the trimmer wheel rotation. Forward position
rotates the trimmer wheel in a direction opposed to
machine forward travel. Off position stops the wheel
rotation. Reverse position rotates the wheel in a
reverse direction to free it of debris.
Track two speed switch

033-3031
Track Two Speed Switch: Used to control high

speed (transport travel) and low speed (paving)
operation of the track drive motors. By placing the
switch in the "off" position, the hydraulic oil supplied to
the track drive motors is routed through the motor to
operate at high torque and low speed (paving
operations). By placing the switch in the "on" position,
the hydraulic oil supplied to the track drive motors is
routed through the motor to operate at low torque and
high speed (transport travel).
Draw bar lift switch
033-3261
Controls a solenoid valve which operates a hydraulic

motor used to raise and lower the slipform mold draw
bar. Up raises the drawbar and down will lower it.
The center position will stop the form in a given
position, but will not necessarily hold it in that position.
2-5
Commander II
Hold over cylinder option

033-3084
Hold down cylinder

033-3081
Hold over control valves
Hold down control valves
033-3179
033-3179
Hold-Over Control Valve: Controls the hydraulic

cylinder used to hold the rear of the slipform mold
against the existing roadway when pouring against it
(scab-on). Off will pull the slipform away from the
existing roadway and on will push the slipform
against the roadway. The center position will stop the
form in a given position, but will not necessarily hold it
there. The valve is used in conjunction with the
holdover pressure control valve and must be operated
in the on position during pouring operations.
Hold-Down Control Valve: Controls the hydraulic

cylinder used to hold the rear of the slipform mold
down in firm contact with the concrete. Up raises the
rear of the slipform mold and down will lower it onto
the concrete. The center position will stop the form in
a given position, but will not necessarily hold it in that
position. The valve is used in conjunction with the
hold-down pressure control valve and must be
operated in the down position during pouring
operations.
Note: The holdover is an optional system,

however, the main control valve is installed on the
machine.
Hold-Down Pressure Control Valve: Used to adjust

the amount of pressure holding the rear of the slipform
mold down on the concrete. Adjustable from 30 to 600
psi (2 to 41 bar) by turning the control knob clockwise
to increase pressure and counterclockwise to
decrease pressure.
Holdover Pressure Control Valve (Optional): Used

to adjust the amount of pressure holding the rear of
the slipform mold against the existing roadway.
Adjustable from 30 to 600 psi (2 to 41 bar) by turning
the control knob clockwise to increase pressure and
counterclockwise to decrease pressure.
2-6
Commander II
Note: Be certain that the locking bolts in the
bottom of the outer guide tube are loosened
before shifting the leg. The locking bolts should
be tightened when the leg is fully extended.
Trimmerhead shift control valve

033-3179b
Trimmerhead Shift Control Valve: Used to laterally

move the trimmerhead left or right on the machine
frame. Moving the valve to the left position will
laterally shift the trimmerhead up to 48 in. (122 cm) to
the left for trimming and pouring operations. Moving
the valve to the right position will laterally shift the
trimmerhead to the right for machine transport or
obstacle clearance. The trimmerhead will maintain its
lateral position when the valve is allowed to return to
center. The control is spring centered and will return
to the center position when released.
Curb cut out control valve

033-3179d
Curb Cut Out Control Valve: Controls the lateral

shifting of a driveway blockout blade into the side of
the curb section of the slipform mold profile. Moving
the control valve to the "in position will cause the
blockout blade to insert into the curb and will retract
when the control valve is moved to the "out" position.
Vibrator variables
033-3029
Right leg shift control valve

033-3179c
Right Leg Control Valve: Controls the lateral

positioning of the right leg assembly from fully
retracted to the right side of the frame, up to 30 inches
(76 cm) to the right. Moving the control valve to the
out position will cause the leg to extend and moving
the control valve to the in position will cause the leg
to retract. The leg will maintain its lateral position
when the valve is allowed to return to center.
Vibrator Variable Control Valves: Used to

individually control the vibration output of each
hydraulic powered concrete vibrator in the slipform
mold. Controls vibrator output from 0 to 10,500
vibrations per minute (vpm). Rotating each control
knob counterclockwise increases vibration and
clockwise decreases vibration in the corresponding
vibrator. Turning the knob all the way clockwise stops
the vibrator attached to that circuit.
2-7
Commander II
Conveyor Lift Control Valve: Controls the vertical
movement of the receiving hopper end of the conveyor
to allow easier concrete discharge from supply trucks.
Moving the control valve to the up position will raise
the receiving end of the conveyor and moving the
control valve to the down position will lower the
receiving end of the conveyor. Center will hold the
conveyor in a given position.
Servo valves
033-3051a
Servo Valve Manual Overrides: Used for

troubleshooting the steering and grade systems to
determine if the problem is electrical or hydraulic. The
lever is mounted on top of the valve. By moving the
manual control lever on the top of the servo valve, the
system controlled by that valve should respond as
follows.
1.
Left front, left rear, and right grade: By

moving the manual control lever forward, the
corresponding leg should raise and should lower
when the lever is moved to the rear.
2.
Steering: By moving the manual control lever

forward, the machine should turn left and should
turn right when the lever is moved to the rear.
The machine must be traveling in forward or
reverse to check the manual operation.
Note: The main control panel should be in the
"standby" mode when checking the operation of
the override levers.
Emergency stop button

033-3215
WARNING!
A DEFECTIVE EMERGENCY STOP SYSTEM MAY

CAUSE SEVERE INJURY OR DEATH. DO NOT
OPERATE THE MACHINE WITH AN INOPERATIVE
EMERGENCY STOP SYSTEM. CHECK THE
EMERGENCY STOP SYSTEM FOR PROPER
WORKING ORDER BEFORE BEGINNING PAVING
OPERATIONS.
Emergency Stop Button: Used to stop the operation
of all hydraulic systems except the lift system in
emergency situations. Depressing any one of the
emergency stop buttons located around the machine
will cause a vented relief to open in the trimmer,
conveyor, track and vibrator systems. This will dump
all oil supply for each of the systems back to the
pressure tank. Pull out or turn the button to reset the
emergency stop circuit.
Conveyor lift control valve

033-3201
2-8
Commander II
04 Network Control System
Faceplate Controls and Gauges
Emergency stop reset switch

033-3220
WARNING!
BE CERTAIN THAT ALL CONTROLS ARE IN THE

OFF POSITION BEFORE ACTIVATING THE RELAY.
CERTAIN THAT ALL PERSONS ARE CLEAR OF
THE TRIMMER/AUGER, CONVEYORS AND
TRACKS BEFORE ACTIVATING THE RELAY.
Emergency Stop Reset Switch: Used to reset the
emergency stop relay when one of the emergency
stop buttons has been depressed. The reset switch
must be depressed whenever the emergency stop
reset indicator light is illuminated. The emergency
stop button must be reset to the out position prior to
depressing the emergency stop reset switch. Place all
hydraulic controls in the off or neutral position
before resetting the emergency stop circuit.
Network control panel

NET-0058
The network control panel is designed to provide

access to all functions required for normal paving
operations. Additional functions are accessed with the
switches that are located under the cover at the
bottom of the panel. The panel consists of three
individual leg modules, a main control module, the
smart steer panel, an all jog switch and a warning light.
Emergency Stop Indicator Light: Used to indicate

when the emergency stop relay must be reset or when
an emergency stop button has been depressed.
When it is illuminated, the emergency stop reset
switch must be depressed to energize the emergency
stop relay. When the relay has been energized, the
light will go out.
Note: The emergency stop indicator light will be
illuminated after initial start up of the engine as
well as whenever an emergency stop button has
been depressed.
Individual leg module
NET-0060
Each leg module consists of a deviation meter and

various switches used to control a single elevation
loop. The module consists of a deviation meter that is
used to display grade sensor position. The deviation
meters are also used to show sensitivity settings and
automatic/manual status. A single segment indicator
(indicator to one side of meter center) shows elevation
2-9
Commander II
error. The curved segments to the side indicate
elevation. The indicators for the left elevation displays
will be pointed to the left and the indicator for the right
elevation display will be pointed to the right. Automatic
(A) or manual (M) control mode is indicated by
segments in the lower corners of the display. If the
elevation loop is in manual, the manual (M) segment
will be displayed. The automatic (A) segment will be
displayed if the control loop is in the automatic mode.
Backlighting of the display meter is provided for low
light and night viewing.
A set of three switches positioned vertically along the
side of the deviation meter are used for control of
elevation. The auto/manual (A/M) switch will set the
elevation loop for manual operation through the use of
the jog switches, or automatic operation through the
use of the corresponding sensor. The jog switches are
used to manually change the elevation of the leg when
the control loop is in the manual mode. The jog
switches will override the sensor signals when the
control loop is in the automatic mode. The jog
switches are functional with the main control module in
either run or standby. The switches are also used to
increase or decrease sensitivity when required.
Note: The left front module also contains a
deviation meter that is used to display steering
sensor position.
change in 0.05% increments. By depressing and

holding the switch, the slope command will slowly
change in 0.05 % increments for approximately two
counts, and then rapidly change in 0.2% increments
until the switch is released. A small wedge symbol will
appear when the slope is changed either direction
from 0.0%. If the machine frame is commanded to tilt
to the left, the wedge symbol will appear, tilted to the
left. If the machine frame is commanded to tilt to the
right, the wedge symbol will appear, tilted to the right.
The run/standby switch is used to place all control
systems in the run mode, or in the standby mode. The
mode of the system is shown in the upper left corner of
the display by an S for standby, or by an R for run.
To change the mode, depress and release the switch.
In the standby mode, all automatic signals to the servo
valves are turned off. In the run position, the manual/
automatic selection made at the individual control
loops will control the corresponding servo valve.
Warning Light: The warning light will provide a
visible signal if a problem should occur in the control
system. If the main control module is in the standby
mode, the light will flash. If there is a problem in one
or more of the individual control loops with the main
control module in the run (R) mode and the individual
loop in the automatic (A) mode, the light will remain
illuminated. If there is no problem in the system with
all functions in the automatic mode, the light will go
out.
Note: The alarm system must be set to the lamp
mode for the light to indicate a fault. If the alarm
system has been set to the ignore mode, the
light will not come on. If the alarm system has
been set to the horn & lamp mode, the horn will
sound any time that the light comes on. Refer to
the section covering calibration for instructions on
how to set the alarm mode.
Main control module

NET-0059
The main control module is located in the center of the

network control panel. The main control module
display is capable of displaying letters (alpha),
numbers (numeric) and some special symbols in two
lines of up to 24 characters each. The display is used
for general system information, as well as various
calibration, service and testing information.
Backlighting of the display panel is provided for low
light and night viewing.
The slope setpoint switches are used to change the
cross slope of the machine frame. Depressing the
switch with the arrow pointing to the left (-), will cause
the right side of the machine to raise. The right side of
the machine will lower if the switch with the arrow
pointing to the right (+) is depressed. By depressing
and releasing either switch, the slope command will
All jog switch

033-3186a
All Jog Switch: The all jog switch is used to

simultaneously raise or lower all legs. When using the
all jog switch, the main control module can be in run
(R) or standby (S), and the individual elevation control
loops can be in manual (M), or automatic (A). The all
2-10
Commander II
jog switch will override the automatic functions. If the
main control module is in the standby (S) mode, or the
individual elevation loops are in the manual (M) mode,
when the all jog switch is released, the legs(s) will hold
at the current position. If the main control module is in
the run (R) mode when the jog switch is released, the
control of the elevation loops that are in the automatic
(A) mode will return to the sensors. If the loop in
automatic (A) is being controlled by the slope sensor,
the corresponding leg will follow the sensor in the
normal manner. If the loop in automatic (A) is being
controlled by a grade sensor, the leg will follow the
sensor in the normal manner, unless the sensor has
reached the off line limit.
operate correctly in automatic control while traveling in

reverse. The main display panel will indicate that the
system is set for reverse.
The manual steer dial is used to turn the machine in
the manual mode. When the indicator on the dial is
centered the machine will travel straight ahead. As the
dial is turned either direction from center, the machine
will turn accordingly. The more the dial is turned, the
faster the machine will turn. The manual steer dial has
no affect on the steering when the manual/auto switch
is in the auto position.
Service Panel Switches
Service panel switches

031-0149
Smart steer controls

NET-0058a
Smart steer controls: The smart steer panel

contains a steering control dial for manually steering
the machine, a forward/reverse switch and a manual/
auto switch. The manual/auto switch is used to place
the steering control in either the auto, or manual mode.
When the switch is in the manual mode, the steering
can be controlled by the steering control dial on the
control panel. When in the auto mode, the steering is
controlled by the sensor following a preset guideline.
LAST/NEXT/CLEAR Switches: When the start-up

display is active, the LAST and NEXT switches are
used to advance or recall the various displays on the
main control module. The displays that can be viewed
at this time are the main start-up display, the job
distance, the total distance, the average distance per
minute and the actual slope. The CLEAR switch is
used to clear any of the distance displays back to the
0 setting. The CLEAR switch will have no effect on
certain functions when they are displayed (such as
slope setting).
When either the CALIB (calibrate), SERVICE, SET, or
TEST switch on the service panel is depressed, the
LAST and NEXT switches are used to advance or
recall the various displays on the main control module.
Read the message on the main control module display
and proceed as directed.
The forward/reverse switch sets the steering control

system for either forward or reverse operation while
following the preset guideline. When the switch is in
the forward position the steering system is set to
operate correctly in automatic control while traveling
forward. The main display panel will indicate that the
system is set for forward. When the travel switch is in
the reverse position the steering system is set to
2-11
Note: The ENG (engine) and HYD (hydraulic)

switches are currently inactive. The STORE
switch is used when in the SET mode.
Commander II
Sensitivity switches
Calibrate Switch
031-0148a
031-0148b
Sensitivity Switches: The sensitivity switches are

used to activate the sensitivity setting modes.
Depressing and releasing the ELEV (elevation) switch
will cause the setting for each individual elevation loop
to be displayed on the corresponding display. The
sensitivity setting is indicated by the number of
indicators displayed. Minimum sensitivity is with one
indicator showing and maximum is with twenty
showing. The sensitivity can be set at any place in
between. The sensitivity is typically setting on the
elevation control loops is typically with ten (10) to
eleven (11) indicators showing. Individual elevation
control loop sensitivities can be increased by
depressing the up switch, or decreased by depressing
the down switch. For each depression of either switch,
the sensitivity will change one setting. To exit the
elevation sensitivity mode, depress and release the
ELEV switch.
Calibrate Switch: The CALIB (calibrate) switch will

bring up machine specific configuration displays on the
main control module. When in the calibration mode,
the LAST and NEXT switches will scroll through the
available calibration displays. The + and - slope
switches are used to change the various settings. The
various displays that can be accessed, and changed,
when in the calibration mode are alarm mode
selection, English/metric display selection, machine
width, grade and steering sensor phasing, and All
Jog valve drive voltage settings. To exit the
calibration mode, depress and release the CALIB
(calibrate) switch.
Depressing and releasing the STEER switch will cause

the steering sensitivity setting to be displayed on the
main control module display. The sensitivity setting is
indicated by a number from one (lowest) to twenty
(highest). The sensitivity is typically set at number ten
(10) or eleven (11). To change the sensitivity setting
of the steering, the slope set switches are used. For
each depression of either switch, the sensitivity will
change one setting. For optimum performance, it may
be necessary to increase or decrease the sensitivity.
Sensitivity settings can be made in the standby or run
mode.
Engine, hydraulic and service switches

031-0147
Engine, Hydraulic and Service Switches: The ENG

(engine) and HYD (hydraulic) switches are currently
inactive. The SERVICE switch will bring up test mode
displays on the main control module. When in the
service mode, the LAST and NEXT switches will scroll
through the available service displays. The various
displays that can be accessed, and tested, when in the
service mode are switch test and display test. To exit
the service mode, depress and release the SERVICE
switch.
2-12
Commander II
When the ignition switch is first turned on, the main
control module display will show the power-up screen
for approximately five seconds. The machine model
and setup configuration will be displayed on the upper
line. The program identification number (software
number) and the revision date will be displayed on the
lower line. During this time the system is self checking
the programming for faults. If a fault exists in the
programming, the display panel will indicate that a fault
is present.
Set and Store Switches

031-0142a
Set, Test and Store Switches: The SET switch will

bring up reference adjustment displays on the main
control module. It is used to change the null position
of the slope sensor. When in the set mode, the
automatic/manual (A/M) switch or the LAST and NEXT
switches may be depressed to display the null position
of the appropriate slope sensor on the display panel.
By depressing the STORE switch, a new null value will
be assigned if the slope sensor is within the null limits.
To exit the set mode, depress and release the SET
switch.
R:
SLOPE SET =
0.00%
Forward STRING 2 TRACK
033-3340
Normal operating display

033-3340
After the program checks are completed, the display

panel will change to the normal operating display. The
letter S or the letter "R" on the left end of the upper
line will indicate that the main control module is in the
standby mode, or the "run" mode (system will be in
"standby" on start-up). The next display on the upper
line indicates the slope setting percentage. If the
slope setting is adjusted either direction from 0.00%,
a wedge symbol will appear indicating the direction of
the slope. The first display in the lower line will
indicate the machine direction of travel. The second
part of the lower line will indicate how the machine
steering is to be controlled.
Test Switch
031-0142b
The TEST switch will bring up test mode displays on

the main control module. When in the test mode, the
LAST and NEXT switches will scroll through the
available test displays. Depressing the automatic/
manual (A/M) switch on each control loop will also
access the available test displays for each loop. The
various displays that can be accessed, and tested,
when in the test mode will show sensor and valve
voltages during active operation of the system. To exit
the test mode, depress and release the TEST switch.
Displays
GT-6200
S0031001 19Apr95
033-3341
Machine model display

033-3341
S:
JOB = 511 ft
360293
Job display
360293
The LAST/NEXT/CLEAR switches are used to call up

displays other than the slope command setting.
Depressing the NEXT switch will bring up the job feet
(meters) traveled during pouring operations on the
lower line of the main control module. The job feet
(meters) odometer display can be any part of the total
display, or equal to the total display. The job display is
intended to display distance traveled on short runs, or
for each load of concrete.
Depressing the NEXT switch again will bring up the
total feet (meters) traveled during pouring operations
on the lower line of the main control module. The total
feet (meters) is a cumulative total of all feet (meters)
2-13
Commander II
poured since the total was last cleared and could
include several days of pouring.
ELEV SENSITIVITY
use jogs to adjust
Note: Once the total is cleared, it cannot be

reprogrammed back into the system.
When the NEXT switch is depressed again, the display
will show average feet (meters) per minute for the job.
Depressing the LAST switch will bring up the previous
display.
The CLEAR switch is used to reset the total, job or
average displays back to zero. Depressing the
CLEAR switch while in the average feet (meters) per
minute mode, will return the average to zero, but will
not affect the job or the total. Depressing the CLEAR
switch while in the job mode, will return the job display
to zero, but will not affect the total. Depressing the
CLEAR switch while in the total mode will clear both
the total and the job displays. The CLEAR switch has
no affect on the slope mode.
S:
actual slope (%)
Fr =
0.20 Rr =
1.00
033-3345
Elevation sensitivity displays

depressing the up () switch, or decreased by
depressing the down () switch. For each depression
of either switch, the sensitivity will change one setting.
To exit the elevation sensitivity mode, depress and
release the ELEV switch.
033-3343
STEER SENS jog to adjust

Steer Gain = 10
Actual Slope Display

033-3343
When the NEXT switch is depressed again the display

will show actual slope in the machine frame. This
display differs from the slope setpoint setting in that
actual slope is a reading taken directly from the
sensor. It also indicates whether the slope setpoint
setting coincides with the sensor position on the frame.
S:
STEER VALVE
<< ---- >>
033-3344
Steer valve signal display

033-3344
When the NEXT switch is depressed again the display

will show the steer valve correction signal. This
display indicates the percentage of drive signal being
sent to the steer servo valve from the network
automatic control system. The left or right arrows
indicates whether the signal is correcting the machine
travel to the left or to the right. When the micro switch
under the variable travel control valve is depressed,
the steering drive signal is turned off and no drive
signal will be displayed.
033-3346
Steer sensitivity display

033-3346

mode.
2-14
Commander II
Calibrate Displays
CAL: press +/- to adjust

UNITS = METRIC
SYSTEM CALIBRATION
LAST or NEXT for more
360297
360294
System calibration display

360294
The calibrate mode is used to select various settings

needed during setup and operation of the machine.
By depressing and releasing the CALIB (calibrate)
switch at the bottom of the control panel, the main
control module display will indicate that the calibration
mode has been entered. Depressing the LAST or
NEXT switches will scroll through the individual
calibrate settings.
English/metric display
360297
Depressing and releasing the NEXT switch will select

the English/metric units mode on the main control
module display. The units mode is used to designate
the numerical system used in the distance
measurements accumulated in the controller. The
upper line will display press +/- to adjust while the
lower line will display UNITS and the current setting.
Depressing the +/- switches will scroll through the
elevation mode settings available (English, Metric).
The appropriate setting is selected when it is
displayed. Conversion of any existing measurements
is automatic when changing from one numeric system
to the other.

ALARM MODE = LAMP & HORN

MACHINE WIDTH = 1005 cm
360296
Alarm display
360296

the alarm mode on the main control module display.
The alarm system alerts an operator to a malfunction
occurring in the monitored systems. The upper line
will display press +/- to adjust while the lower line will
display ALARM MODE and the current setting. Use
the slope adjust switches (+ or -) to change the mode
to scroll through the alarm mode settings available.
When the mode displayed is ALARM MODE =
IGNORE the system will not alert the operator to
malfunctions. When the mode displayed is ALARM
MODE = LAMP, the lamp will illuminate when a
malfunction occurs. When the mode displayed is
ALARM MODE = LAMP & HORN, the lamp will
illuminate and the audible alarm will sound when a
malfunction occurs. The appropriate setting is
selected when it is displayed.
033-3342
Machine width display

033-3342

the machine width mode on the main control module
display. The upper line will display press +/- to
adjust while the lower line will display MACHINE
WIDTH and the current setting. Depressing and
releasing the slope setpoint switch with the + sign will
increase the setting in 1 in. (2.5 cm) increments.
Depressing and releasing the slope setpoint switch
with the - sign will decrease the setting in 1 in. (2.5
cm) increments. Depressing and holding either of the
switches will rapidly increase or decrease the setting.
Machine width is determined by measuring the
distance between the center of the left track(s) and the
center of the right track(s).
Note: When the alarm mode is set for LAMP &

HORN, the lamp will flash when the main control
module is in standby, but the audible alarm will
not sound.

GRADE WANDS = PULL
360298
Grade wand display

360298
2-15
Commander II
the grade sensor phasing on the main control module
display. Grade sensor phasing allows attachment of
the grade sensor wands for pushing or pulling the
wands along the stringline. All grade sensors must
face the same direction. The upper line will display
press +/- to adjust while the lower line will display
GRADE WANDS and the current setting.
Depressing the +/- switches will scroll through the
grade wand settings available (Push, Pull). The
appropriate setting is selected when it is displayed.
down speed is not correct, readjust and recheck.

Normal range is from 150 to 250 ma.
Note: The all jog voltage setting has no affect on
the automatic control output signals.
Operation of System
GT-6200
S0031001 19Apr95
033-3341

STEER WANDS = PUSH
Start-up display
033-3341
Start-up: When the ignition switch is first turned on,

the main control module display panel will show the
power-up screen for approximately five seconds.
During this time the controller is self checking for
faults.
360299
Steer wand display

360299

the steer sensor phasing on the main control module
display. Steer sensor phasing allows attachment of
the steer sensor wands for leading or trailing the
wands along the stringline. Both sensors must face
the same direction. The upper line will display press
+/- to adjust while the lower line will display STEER
WANDS and the current setting. Depressing the +/switches will scroll through the steer wand settings
available (Lead, Trail). The appropriate setting is
R:
SLOPE SET =
0.00%
Forward STRING 2 TRACK
033-3340
Operating display
033-3340
The normal operating display will indicate the

controller status, slope setting, travel direction and
steer mode.

LF max all jog = 200ma
360306
All jog display

360306
Depressing and releasing the NEXT switch will bring

up each of the all jog voltage modes on the main
control module display. The all jog voltage values to
each elevation control loop can be changed to raise all
legs at the same speed regardless of weight
distribution. The upper line will display press +/- to
adjust while the lower line will display the control loop
position (LF, RF, LR) with max all jog and the voltage
setting. Depressing the +/- switches will increase or
decrease the voltage setting. Setting range is 0 to 250
ma (milliampere) for each of the control loops. To
adjust, select the desired leg by scrolling through the
displays. Adjust the setting up or down as desired and
check the operation with the all jog switch. If the up or
Control loop in manual mode

033-3217
Manual operation: With no sensors connected, any

leg on the machine can be raised or lowered with the
main control module in the standby (S) or run (R)
mode, or with the control loops in the manual (M) or
automatic (A) mode. To raise or lower the leg,
depress and hold the up, or down switch on the
appropriate control loop. When the machine is at the
desired height, release the switch.
To manually raise or lower any leg on the machine
with the sensors connected, the main control module
2-16
Commander II
must be in the standby (S) mode, or the control loop
must be in the manual (M) mode (if the main control
module is in the run (R) mode).
Note: To hold the machine frame level, it is
recommended to place the main control module in
the run (R) mode, and the slope control loop in the
automatic (A) mode. Adjust the slope setpoint to
0.00%. This will cause the frame to
automatically remain level while moving the
machine around. It may be necessary to decrease
the sensitivity if the machine becomes unstable.
All leg elevations on the machine can be controlled
through the use of the all jog switch. By moving the all
jog switch in the up direction, all leg elevations will
raise and will lower when the switch is moved in the
down direction. If the weight distribution on each leg
varies, it may be necessary to calibrate the all jog
current values to allow each leg to raise the machine
frame equally. Refer to the calibrate display section
for adjustment procedures.
R:
SLOPE SET =
0.00%
Forward KNOB
2 TRACK
033-3339
Smart steer in manual mode

033-3339
(S) mode. Place each control loop in the automatic (A)

mode by depressing each of the A/M switches. Place
the steering auto/manual switch in the auto position.
Place the forward/reverse switch in the position
corresponding to the direction of travel. Depress the
run/standby switch to place the main control module in
the run mode (indicated by R in the display). All
elevation control loops should drive to the null
(center) position as indicated by the control loop
display indicators. If a grade sensor wand is in the full
up or down position, when the system is placed in the
run (R) mode, it may cause an off line condition and
shut down the loop. To correct, move the appropriate
sensor wand slightly back towards center. The system
will recognize this as a normal operating range,
placing the control loop back in the automatic mode
and will now react to the sensor wand position.
Note: The steering system will not center until
machine movement is started.
The slope command will return to the last value that it
was set at, even if the system has been shut down and
restarted. The slope setpoint switches are used to
change the cross slope of the machine frame. By
depressing and releasing either switch, the slope
command will change in 0.05% increments. By
depressing and holding the switch, the slope
command will slowly change in 0.05% increments for
two counts, and then rapidly change in 0.2%
increments until the switch is released.
To manually steer the machine using the steering dial

(with or without the sensors connected), the main
control module must be in the run mode and the
steer auto/manual switch must be in the manual
position. Turn the manual steer dial either direction as
necessary to turn the machine. The more the dial is
turned, the faster the machine will turn.
Sensitivities on control loop

033-3204
Automatic mode with slope

033-3186
Automatic Operation: For automatic operation, the

sensors must be mounted and connected to the
machine. To set the control system for automatic
control, the machine should be set to the stringline
guide, following the instructions in the setup chapter.
Check that the main control module is in the standby
Sensitivity settings can be checked by depressing and

releasing either the ELEV (elevation) or STEER
sensitivity switches under the service panel.
2-17
Commander II
depressing the up switch, or decreased by depressing
the down switch. For each depression of either switch,
the sensitivity will change one setting. To exit the
elevation sensitivity mode, depress and release the
ELEV switch.
mode.
Set Displays
The set mode is provided to adjust the slope sensor if
it has been replaced or needs readjustment. When
the set button is depressed, the message adjust
reference (null) will be displayed. All control functions
can be manually adjusted using the jog switches. All
automatic functions are disabled.
control loop. The main control module display will

indicate on the upper line the position and type of
sensor, the current voltage value and the actual null
point of the sensor. The lower line will indicate press
STORE to null and an arrow symbol will appear if the
sensor is not within the null limits. If no arrow symbol
appears on the lower line of the main control module
display, depress the STORE switch under the service
panel to store the new null point. If an arrow symbol
pointing up or down appears, it indicates that the
actual voltage reading is outside the null limits and the
arrow indicates whether the actual voltage should be
raised or lowered to be within the null limits. Loosen
the sensor mounting screws and rotate the sensor as
necessary to move the actual voltage closer to the null
voltage reading. Tighten the mounting screws
securely. Depress the STORE switch under the
service panel. Refer to the Maintenance chapter for
more information.
Service Displays
The service mode is provided to test the control panel
displays and switches. By depressing and releasing
the SERVICE switch at the bottom of the control panel,
the main control module display will indicate the
service mode has been entered and depressing the
LAST or NEXT switches will scroll through the
individual service tests.
SWITCH TEST:KNOB REV DIS
The centering signals of the slope sensor can be

checked in the set mode. As the slope sensor is
moved through the range of travel, the centering signal
reading should vary from 0.80 volts to 4.25 volts. 2.50
volts is the electrical center of the sensors.
033-3338
Switch test display

033-3338
SLOPE=2.55V NULL=2.50V
press STORE to null
360310
Slope sensor centering signal

360310
Centering the Slope Sensor: Prior to storing a new

null point, the machine frame should be leveled from
side to side. To center the slope sensor, set the slope
command to 0.00%. Depress and release the SET
switch under the service panel. The main control
module display will indicate on the upper line ADJUST
REFERENCE (NULL) while the lower line will indicate
select via A/M switches. To select the slope control
loop, depress the A/M switch on the appropriate

up the switch test on the main control module. The top
line will display SWITCH TEST and the current
position of the auto/manual steer switch and the
forward/reverse switch while the bottom line will
display the location, type and function of any switch
that is activated on the control panel. If a switch is
activated and no function is displayed, the switch is
defective and must be replaced.
2-18
Commander II
DISPLAY TEST:
check segments on meters
033-3337
Meter segment display

033-3337

up the meter segment test on the control loops and the
main control module. The top line will display
DISPLAY TEST while the bottom line will display
check segments on meters. Each of the control loop
meters will display all segments in a circular pattern for
possible malfunction. Inspect each of the displays for
missing segments and replace the display if segments
are missing.
whether a signal is being received from, or power is

being supplied to the individual control functions of the
machine for troubleshooting purposes. These displays
may be accessed during automatic operation of the
machine. The following table shows the low and high
voltage signals that the controller normally operates in.
Any signal above or below the normal ranges is an
indication of a faulty circuit and should be repaired or
replaced as necessary.
Circuit
Voltage Range
Power supply ......................................... 9.0 to 16.0

Sensor supply ...................................... 4.75 to 5.25
Sensor output .......................................... 1.2 to 3.8
Slope sensor output ............................. 0.75 to 4.25
Test Displays
Elevation Valve .................................... 0.0 to 4.10

Steer Valve .......................................... 0.0 to 4.10
Lt:PWR SNSR FrVLV RrVLV

12.07V 4.98V 0.00V-0.00V
System Diagnostics
The network controller is capable of self and system
diagnostics. It will detect the following:
033-3336
1.
2.
Opens and shorts in wiring
4.
033-3335
Incorrect sensor signals
3.
LF:FGR Fr ST Rr GR Rr ST
2.50V 2.51V 2.48V 2.49V
Low battery voltage
Lost stringline
5.
Location of faults
6.
Program faults
Test mode displays

033-3336; 033-3335
The test mode is provided as a digital volt meter to test

the various sensor signals and the steer dial signal
(manual steer mode). Power and sensor supply
voltages as well as output signals to the elevation and
steer servo valves are indicated on a second display.
By depressing and releasing the TEST switch under
the service panel, the main control module display will
indicate the test mode has been entered and that
depressing the LAST or NEXT switches will scroll
through the test displays for each leg.
The first display for a particular leg will indicate the
location of the sensors and the individual output
voltage signals from the grade (GR) and steer (ST)
sensors. The second display for the same leg will
indicate the location of the readings and the power
supplied to the individual DC-2 unit (PWR), the voltage
supplied to the sensors (SNSR) and the elevation
valve (ELVLV) and steer valve (STVLV) drive voltages.
The voltage readings may be used in determining
The main control module display will indicate the type

of failure and the current voltage reading for the failed
circuit. If more than one fault exists, the main control
module will alternate between faults, giving an overall
view of the problem. The following is a listing of the
various fault messages. Refer to the troubleshooting
chapter for more diagnostic information.
LF SENSOR POWER FAILURE

VALID RANGE = 4.75-5.25V
360319
Panel sensor power failure

360319
2-19
Commander II
PANEL SENSOR PWR FAILUREThis message
refers to a problem with voltage being provided to the
manual steer dial on the control panel as well as
sensor power for the emergency bypass system. If
sensor voltage drops below 4.75 volts or increases
above 5.25 volts the main control module display will
alternate the message panel sensor pwr failure with
the normal operating display. The machine can be
operated in the manual mode only.
to be good. If the problem is corrected, the sensor is

at fault and must be replaced. If the problem is not
corrected by swapping the sensor, swap the cord
between the sensor and the bulkhead plug. If the
problem is not corrected by swapping the cord,
disconnect the cable between the bulkhead plugs and
the DC2, at the DC2 controller. Swap the cable to one
of the other DC2 controllers. If the problem transfers
with the cable, the cable is at fault and must be
replaced. If the problem remains with the DC2
controller, the DC2 controller is at fault and must be
replaced.
BATTERY VOLTAGE FAILURE

= 6.88V RANGE= 9.0-16.0V
Note: The working voltage range for the slope

sensor is 0.25 to 4.75 volts.
033-3348
Battery voltage failure

033-3348
BATTERY VOLTAGE FAILUREThis message

refers to a problem with battery voltage being provided
to the control panel. If battery voltage drops below 9.0
volts or increases above 16 volts the main control
module display will alternate the message battery
voltage failure and the current voltage reading, with
the normal operating display. The machine cannot be
operated in the manual or automatic mode. Check for
12 volt power at the circuit breaker. If 12 volts are
evident, the cable between the control panel and the
circuit breaker is faulty and must be replaced. If 12
volts are not evident at the circuit breaker, the battery
or charging system is faulty. Refer to troubleshooting
the Miscellaneous Electrical Circuits for more
information.
LF GRADE OUT OF RANGE

= 0.09V
RANGE=1.2-3.8V
360317
Grade out of range

360317
SENSOR OUT OF RANGEIf the output voltage

signal from a sensor drops below 1.2 volts or
increases above 3.8 volts the main control module
display will indicate the location and type of sensor.
The message sensor out of range will alternate with
the normal operating display. The display will show
the current voltage reading and the in range voltage.
The output voltage drive to the corresponding servo
valve will shut down, holding the appropriate cylinder
in position. The appropriate control loop must be in
the automatic (A) mode and the main control module
must be in the run (R) mode prior to reading a fault of
this type. To check, swap the sensor with one known
Install bypass cable connection

033-3193 & 033-3194
Notice: If the machine is equpped with black S2X

controllers, the bypass cable will not function and
is not supplied with the machine. If the machine is
equipped with blue DC2 controllers, the bypass
cable will function as follows.
2-20
Commander II
If the DC2 controller has failed, it is possible to
temporarily install the bypass cable in the back of the
control box to continue operation. To bypass a
defective DC2, disconnect the large and small
bulkhead plug for the appropriate DC2 on the junction
box that is bolted to the rear of the main control box.
Connect the cable that is hanging from the main
control box labeled Limp into the large bulkhead plug
on the junction box. The control functions for that
individual leg are now transferred to the main control
panel for temporary operation. The main panel display
will alternate the message "DC2 Not Responding" with
the normal operating display when the limp cable has
been properly connected. Operation of the machine
can be resumed at this time.
below 4.75 volts or increases above 5.25 volts the

main control module display will indicate the location of
the failure. The message sensor pwr failure will
alternate with the normal operating display. The
output voltage drive to the corresponding servo valve
will shut down, holding the appropriate cylinder in
position. If a power failure occurs in one of the DC2
controllers it is possible to bypass the failed DC2
controller temporarily. Install the bypass cable in the
back of the control box. Disconnect each of the cables
from the failed DC2 and connect them to the
appropriate connector in the bypass cable. The
control functions for that individual leg are now
transferred to the main control panel for temporary
operation.
Note: The bypass cable only allows operation of

the machine if one DC2 controller has failed. If
more than one has failed it will not be possible to
operate the machine until repairs have been
accomplished.
LF BATTERY POWER FAILURE

360320
Battery power failure

360320
LF GRADE OFF STRINGLINE

= 1.29V
RANGE=1.5-3.5V
360318
Off stringline
360318
OFF STRINGLINEIf the output voltage signal from a

sensor drops below 1.5 volts or increases above 3.5
volts the main control module display will indicate the
location and the type of the sensor. The message off
stringline and the current voltage reading will alternate
with the normal operating display. The output voltage
drive to the corresponding servo valve will shut down,
holding the appropriate cylinder in position. The
appropriate control loop must be in the automatic (A)
mode and the main control module must be in the run
(R) mode prior to reading a fault of this type. To
correct this problem, place the sensor wand(s) back on
the stringline guide.

BATTERY POWER FAILUREThis message refers

to a failure of the power supplied to the individual DC2
controller. If battery voltage drops below 9 volts or
increases above 16 volts the main control module
display will indicate the location of the failure. The
message battery pwr failure will alternate with the
normal operating display. The output voltage drives to
the corresponding servo valves will shut down, holding
the appropriate cylinder in position. The machine can
be operated in the manual mode only. If a battery
power failure occurs to one of the DC2 controllers, it
will be necessary to disconnect the power cable and
check for 12 volts. If voltage is low, check for 12 volts
at the circuit breaker. If 12 volts are apparent, the
cable is defective and must be replaced. It is also
possible to temporarily install the bypass cable in the
back of the control box to continue operation.
Disconnect each of the cables from the failed DC2 and
connect them into the appropriate connector in the
bypass cable. The controls for that individual leg are
now transferred to the main control panel for
temporary operation. Replace the defective DC2
controller or wiring as necessary.
accomplished.
360319
Sensor power failure

360319
SENSOR POWER FAILUREThis message refers to

a failure of the power supplied to the sensors by the
individual DC2 controllers. If sensor voltage drops
2-21
Commander II
LF ELEV SERVO SHORT

VALID RANGE = 5-25 ohms
360321
Elevation servo short

360321
SERVO SHORTIf a short occurs in the wiring or the

valve, the main control module display will indicate the
location and the type of the servo valve. The message
servo short will alternate with the normal operating
display. The output voltage drive to the corresponding
servo valve will shut down, holding the appropriate
cylinder in position. Normal servo valve coil resistance
range is 5 ohms to 25 ohms. A short occurs when
resistance is below 5 ohms. To check, disconnect the
polarized plug from the suspect servo valve. Connect
the plug from the DC2 controller to a servo valve
known to be good. If the fault message clears, the
suspect valve is defective and must be replaced. If the
fault message remains, the servo valve is good and
the problem is in the wiring or the DC2 controller.
SERVO OPENIf an open occurs in the wiring or the

valve, the main control module display will indicate the
location and the type of the servo valve. The message
servo open will alternate with the normal operating
display. The output voltage drive to the corresponding
servo valve will shut down, holding the appropriate
cylinder in position. Normal servo valve coil resistance
is 5 ohms to 25 ohms. An open occurs when
resistance is above 25 ohms. To check, disconnect
the polarized plug from the suspect servo valve.
Connect the plug from the DC2 controller to a servo
valve known to be good. If the fault message clears,
the suspect valve is defective and must be replaced. If
the fault message remains, the servo valve is good
and the problem is in the wiring or the DC2 controller.
accomplished.
LF DC2 NOT RESPONDING

accomplished.
360323
DC2 controller not responding

360323
STEER SERVO OPEN

033-3347
Steer servo open

033-3347
DC2 CONTROLLER NOT RESPONDINGIf DC2

controller failure occurs, the main control module
display will indicate the location of the DC2. The
message DC2 controller not responding will alternate
with the normal operating display. This message
occurs when a DC2 controller is not communicating
with the main control panel. To check, swap the DC2
controller with one known to be good. If the problem is
corrected the DC2 controller is at fault and must be
2-22
Commander II
replaced. If the problem is not corrected by swapping
DC2 controllers, swap the cable between the main
control panel and the affected DC2 controller with one
known to be good. If the problem is corrected the
cable is defective and must be replaced.
Notice: Do not operate starter longer than 30

seconds at a time or damage may result. Allow
starter to cool for 2 to 3 minutes between starting
attempts.

accomplished.
Depress micro switch button to crank engine

033-3183e
Note: The variable travel control lever must be

depressing the micro switch button or the engine
will not crank. When the engine starts, the ignition
switch must remain in the on position for the
electronic controls to function.
05 Moving the Machine

Before starting the engine, all oil and coolant levels
should be checked. The machine should also be
greased as specified in the Maintenance chapter.
Position all hydraulic control levers in the neutral or
off position.
CAUTION!
CONTINUOUS EXPOSURE TO ENGINE AND

MACHINE NOISE CAN CAUSE HEARING INJURY.
DO NOT OPERATE THE MACHINE WITHOUT
ADEQUATE HEARING PROTECTION.
Increase engine speed to 1500 rpm and allow the
engine to warm up for 10 to 15 minutes before
activating any function.
Engine controls
033-3057
To start the engine, turn the throttle open

(counterclockwise) three or four turns. Be certain the
travel variable control valve is in the off position.
Turn the ignition key to the start position until the
engine fires. Release the key and allow it to return to
the on position. After the engine starts, do not
increase speed above 1000 rpm for one minute to
allow engine oil pressure to increase, especially on
turbocharged engines.
Raise machine with all jog switch

033-3186a
To move the machine, or to load or unload it, increase

engine speed to 2150 rpm (maximum). Using the all
jog switch, raise the machine high enough to clear
obstacles.
2-23
Commander II
WARNING!

SLOWLY WHEN LOADING OR UNLOADING IT.
USE CAUTION WHEN TRAVELING DOWN
EMBANKMENTS TO AVOID TIP-OVER. BE
Automatic slope operation

033-3186c
Note: To hold the machine frame level, place the

slope control loop in the automatic (A) mode and
the main control module in the run (R) mode.
Adjust the slope dial to 0.0% of slope by
depressing the +/- switches in the desired
direction. By doing this, the machine frame will
automatically remain level, from side to side, while
moving the machine. It may be necessary to
adjust the sensitivity if the machine reacts
erratically.
Travel controls set for forward travel
033-3058a
Manual steer selector

NET-0063
Place the manual steer selector switch in the manual

steer position and the main control module in the run
(R) mode. Steer the tracks to the desired direction by
rotating the manual steer knob while moving the
machine. If the machine must be turned rapidly, move
one of the control valves to the neutral position. The
machine can be turned by placing one valve in the
forward position and the other in reverse.
Place the track directional control valves in either

forward or reverse for the desired direction of
machine travel. To start the machine in motion, slowly
move the travel variable speed control valve clockwise
in the increase direction. The more the control valve
is moved in the increase direction, the faster the
machine will move. To stop the machine travel, move
the travel variable speed control valve
counterclockwise in the "decrease" direction and
depress the micro switch button. If travel direction
must be changed, stop the machine travel with the
travel variable speed control valve, then change the
position of the travel directional control valves.
Resume machine travel in the desired direction using
the travel variable speed control valve.
Banded to the conveyor are several parts necessary
for assembling the machine. Cut the bands and lay all
parts off to one side for installation later. Remove the
sensors, steering wands, grade wands and any
miscellaneous parts from the tool box under the seat.
Lay them off to one side, out of the way until needed.
2-24
Commander II
CHAPTER III CURB, GUTTER, &
SIDEWALK SETUP
This chapter covers instructions for the preparation of
the machine, trimmerhead and the various slipform
molds used for standard types of pouring. Also
covered are instructions for mounting the attachments
to the machine and pouring operations. At the end of
the chapter are instructions for cleaning the machine
at the end of the pour. Some procedures pertain to
machines that are being assembled for the first time,
while others pertain to machines that may have been
in service for some time. All adjustments are
recommended procedures only. Pay particular
attention to all safety statements!
Place a 4 feet (1.2 m) straight edge from the rear of

the stainless trowel section, up into the main form.
Adjust the rear of the stainless until there is an 1/8 inch
(3 mm) gap between the rear edge of the main form
and the straight edge Tighten the adjustment nuts
securely.
NOTICE
Straight edge in top of curb
WARNING!
DANGER!
001-1758
Place the straight edge in the top of the curb profile.

Adjust the rear of the curb profile until there is an 1/8
inch (3 mm) gap between the rear edge of the main
form and the straight edge. Tighten the adjustment
nuts securely. Check the sides of the curb profile to
be certain that the leading edge of the stainless is not
protruding inside the dimensions of the main form. If
so, slightly bend the leading edge of stainless trowel
as necessary.
DCAL-058
02 Curb and Gutter Form Preparation
Adjusting the stainless trowel section in this manner

assures that as concrete slips from the main form, the
leading edge of the stainless will not catch and tear the
surface. It also assures that the rear of the stainless
will push down slightly on the concrete to give it a
troweled surface.
Note: When adjusting the stainless trowel section
on curb and gutter forms, it is normally easier to
roll the form over on its top.
Adjust stainless section

001-1756
Stainless Trowel Adjustment: Adjust the stainless

trowel section of the slipform mold so the leading edge
is approximately 1/8 inch (3 mm) above the rear edge
of the main pan. Make the adjustment at both sides of
the mold. Tighten the adjustment bolts securely.
3-1
Commander II
Curved vibrators in barrier curb

001-1759
Straight vibrators in curb and gutter form
Vibrator Installation: Vibrator placement in a barrier

type curb (no gutter section) is with the lower vibrator
in an underslung (horizontal) position, centered in the
curb. The tip should be 6 inches (15 cm) above the
bottom of the form. The top vibrator should be in an
overslung (vertical) position, centered in the curb
opening and tipped back slightly. The tip should be 6
to 8 inches (15 to 20 cm) below the top of the opening.
Tighten the vibrator attaching bolts and setscrews
securely. Tighten the adjustable vibrator mount
assemblies securely in position.
033-3059
Straight vibrators in barrier curb form
001-1761
When installing straight vibrators in a standard curb

and gutter form, place one vibrator centered in front of
the curb opening and 6 to 8 inches (150 to 200 mm)
below the top of the opening. Install the gutter vibrator
approximately 4 to 6 inches (100 to 150 mm) from the
outer edge of the gutter with the tip approximately 2
inches (50 mm) above the grade. Install the wedge
plates between the vibrator mounts and the rear of the
form hopper so the tips of the vibrators are tilted back
slightly. Tighten the mounting bolt securely.
Curved vibrators in curb & gutter form

033-3245
When installing a straight vibrator into the barrier type

curb (no gutter section), position it so the tip is 6 to 8
inches (150 to 200 mm) below the opening. Be certain
the wedge plate is between the vibrator mount and the
rear of the form hopper so the tip is tilted back slightly.
Tighten the mounting bolt securely.
Note: It may be necessary to position the
vibrators to one side of the recommended position
to allow steel bars to be fed into the form.
When installing vibrators in a standard curb and gutter

form, place one vibrator in the overslung (vertical)
position, centered in front of the curb opening. The tip
should be tilted back slightly and 6 to 8 inches (150 to
200 mm) below the top of the opening. The gutter
vibrator should be underslung (horizontal)
approximately 4 to 6 inches (100 to 150 mm) from the
outer edge of the gutter with the tip centered in the
concrete thickness. Tighten the vibrator attaching
bolts and setscrews securely. Tighten the adjustable
vibrator mount assemblies securely in position.
To install vibrators in a drive-over type or a valley type
curb and gutter form, position both vibrators in the
3-2
Commander II
underslung (horizontal) position, approximately 4 to 6
inches (100 to 150 mm) in from each edge. The tip
should be centered in the concrete thickness. Tighten
the vibrator attaching bolts and setscrews securely.
Tighten the adjustable vibrator mount assemblies
securely in position.
Note: It may be necessary to position the
vibrators to one side of the recommended position
to allow steel bars to be fed into any of the forms
previously described. On forms of 3 feet (0.91 m)
wide or over, it may be necessary to add an
additional vibrator in the center of the form.
Install sideplate
001-1770
Installing Sideplate: On forms that are designed to

be used for pouring against the edge of the existing
roadway (scab-on), a removable sideplate is available.
The sideplate may be installed so that the form may be
used for pouring free standing curb and gutter. Bolt
the sideplate to the side of the form and tighten the
attaching bolts securely. When the form is used for
scab on operations, the plate is removed and the
guide plates are installed in its place.
Install driveway cutter

001-1767
Driveway Cutter Installation: Set the driveway cutter

assembly in place on the square tubes at the top of the
form. Insert the mounting bolts and tighten securely.
Extend the cylinder to the maximum, making certain
the blade enters the slot in the top of the gutter profile.
Check the gum rubber hose seals on each side of the
blade to be certain they are snug to prevent grout from
leaking out.
Note: If a slot has not been cut in top of curb
profile, order GOMACO brochure number
H-0476-02 for complete installation instructions.
Look under the slipform mold and note the angle of the
bottom edge of the blade. It may be necessary to cut
the bottom of the blade to get the desired angle.
Note: If blade angle is to be changed, do not
remove an excess of material. Remove material
in small amounts and check performance after
each such removal.
Change stainless trowel section

314-3600
The stainless trowel section must be changed to

match the type of pour. Loosen the adjustment nuts
on the four stainless adjustment bolts. Remove the
cotter keys and pins from the adjustment bolt clevis
and remove the stainless section. Insert the proper
stainless section into place and install the pins and
cotter keys. Adjust the stainless trowel as previously
described.
3-3
Commander II
Adjustable sideplates
001-2560
Adjustable Sideplates: On forms equipped with

adjustable sideplates, it will be necessary to adjust the
sideplates for the proper height. Raise the form off the
ground. Measure from the bottom of the sideplate to
the top of the curb form just ahead of the stainless
section. This measurement should be 5/8 inch more
than the actual height of the curb to allow for slump.
Raise or lower the sideplate as necessary with the
adjustment bolt and tighten securely. It may be
necessary to loosen each of the clamp plates on the
sideplate guide tubes.
Measure from the bottom of the sideplate to the top of
the gutter face just ahead of the stainless section.
This measurement should be 3/8 inch more than the
actual height of the gutter to allow for slump. Raise or
lower the sideplate as necessary with the adjustment
bolt and tighten securely. It may be necessary to
loosen each of the clamp plates on the sideplate guide
tubes.
Measure from the top of the sideplate to the bottom of
the angle iron on the side of the form, in line with the
rear adjustment bolt. Measure from the top of the
sideplate to the bottom of the angle iron on the side of
the form, in line with the front adjustment bolt. Adjust
the front of the sideplate until the measurement is the
same as the rear. Adjust the front of the sideplate in
the same manner on both sides of the form.
Hydraulic adjusted sideplates

001-2559
Hydraulic Sideplates: An optional pressure

compensated sideplate assembly can be installed on
the form. Hydraulic pressure is used to hold the
sideplates down in firm contact with the grade. Hang
the control box in an accessible position on the
machine.
Connect the pressure and return hoses from the
control valve to the quick couplers hanging down
under the control console of the machine frame.
Route the hoses from the sideplate cylinders over the
top of the slipform mold to the control valve box.
Connect the hoses from the cylinder to the respective
hoses in the control box. Be certain to place the
protective covers over/in the quick couplers when they
are disconnected to keep dirt from entering the
hydraulic system.
During pouring operations, place the control valve
handles in the down position and adjust the pressure
holding the front and rear of each sideplate on the
grade to approximately 300 psi (20 bar). To adjust the
pressure, loosen the jam nut on the adjusting screw
and turn the screw in to increase pressure, or out to
decrease pressure. Before raising the slipform mold,
place the control valves in the center (neutral) position.
Move the valve handles to the up position to raise the
sideplates.
Note: Sideplate measurements may vary depending on the height

of the curb and concrete mix designs.
Note: It may be necessary to operate the two

front sideplate cylinders in the neutral position if
running on soft subbase to prevent the sideplate
from digging into the subbase material.
3-4
Commander II
03 Sidewalk Form Preparation
Note: If the width of the sidewalk exceeds 6 feet

(1.83 m), an auger must be installed in the form
hopper.
Sectional Form
001-2683
Changing Sectional Form Widths: When changing

the width of the sectional sidewalk mold, it should be
removed from the machine. Place adequate support
blocking under the form on each side of the joint where
the form is to be split.
Note: If a section is to be removed, place
blocking to each side of, but not under the section.
Remove Bolts Between Sections

001-2688
Remove the bolts from the adjoining ends of the

stainless trowel section. Remove the bolts from the
back of the form and the hopper where it is to be split.
Remove the bolts from either end of the hopper auger.
If an insert section is to be removed, remove the bolts
at each side of the section and lift the section clear.
Remove the auger and install the appropriate section
in its place. Push the sections together and insert the
bolts previously removed. If a section is to be added,
use a suitable lifting device and lift one side of the form
away from the other section enough to insert the
section of desired width. Insert the bolts through each
end of the added section. Do not tighten bolts at this
point.
Straighten Bottom of Form

001-2374
Using a suitable lift device, align the bottom edge of

the form where the section(s) adjoin. Place a straight
edge across the front and the rear of the main form to
check for flatness. If the profile needs adjusting, it
may be necessary to shim the insert sections of the
main form. Tighten all bolts securely.
Adjust sidewalk stainless

001-1765
Stainless Trowel Adjustment: Adjust the stainless

trowel section of the slipform mold so the leading edge
is approximately 1/8 inch (3 mm) above the rear edge
of the main pan. Make the adjustment at both edges
and at each center adjustment location. Tighten the
adjustment nuts securely.
Place a 4 feet (1.2 m) straight edge from the rear of
the stainless trowel section, up into the main form.
Adjust the rear of the stainless, at each adjustment
location, until there is 1/8 inch (3 mm) gap between the
rear edge of the main form and the straight edge.
Tighten the adjustment nuts securely.
3-5
Commander II
Note: If holes are not in the stainless trowel
section, position edger in proper location and mark
holes. Drill a 3/8 inch (10 mm) hole at each of the
marked locations and attach the edger.
Adjust stainless for flatness

001-1870
Place a straight edge across the rear edge of the

stainless trowel to check for flatness. If the profile
needs adjusting, it may be necessary to adjust the
center rear of the main form also.
Install hopper false end
001-1766
Install the rear half of the false end into the slipform
hopper and secure in to the rear of the hopper. Install
the front half and secure it to the front of the hopper.
Fasten the two halves together in the center. Attach
both halves to the bottom of the blockout and tighten
all mounting bolts securely. If holes are not present in
the hopper, mark and drill 3/8 inch (10 mm) holes.
Install sidewalk blockout

001-1763
Blockout Installation: If the width of the sidewalk

form must be made smaller, it will be necessary to
install an optional blockout assembly. Tilt the form up
until it is resting on the front of the hopper. Hold the
bottom portion of the blockout in place and secure it
with the bolts, nuts and lock washers provided. If
holes are not provided in the main form, it will be
necessary to drill holes. Secure the blockout in the
desired location and mark the holes. Drill 3/8 inch (10
mm) holes at each marked location and then install
blockout.
Bolt the edger into place on the stainless trowel
section. Place a straight edge along the side of the
blockout and adjust the front of the edger so it is 1/8
inch (3 mm) outside the rear of the blockout. Adjust
the rear of the edger in, or out, so there is a 1/8 inch (3
mm) gap between the rear edge of the blockout and
the straight edge. Tighten the attaching bolts securely.
Install vibrators in sidewalk form

001-1764
Vibrator Installation: The vibrators are installed 4 to

6 inches (100 to 150 mm) in from each edge in the
underslung (horizontal) position. The top of the
vibrator tip should be even with the bottom of the form
pan. On 3 to 5 feet (0.9 to 1.5 m) wide forms, a third
vibrator should be positioned in the center of the form.
On forms wider than 5 feet (1.5 m) a fourth vibrator
should be installed. The center two should be evenly
spaced. The center vibrator(s) should be installed in
the underslung (horizontal) position, with the top(s)
even with the bottom of the form pan.
3-6
Commander II
end of the trimmer wheel. Remove the eleven bolts
securing the end plate to the trimmer shroud and
remove the end plate and shaft assembly. Use
blocking between the trimmer shroud and the wheel to
support the end of the wheel.
If the trimmerhead is to be shortened, locate the joint
that will shorten the trimmer to the desired length.
Remove the eight bolts from the trimmer wheel flange
and the fifteen bolts from the shroud. Lift the
section(s) away. For minimum trimming width, the 30
inch (762 mm) drive section is the only section
necessary.
Install depth extensions
001-1760
Installing Depth Extensions: If the thickness of the

sidewalk must be increased, bolt on extensions are
available for the bottom of the form sides. Bolt the
extensions into place and tighten securely. If no holes
are provided in the bottom angles of the form, clamp
the extensions in place and mark the location of the
holes. Drill the holes, using a 3/8 inch (13 mm) drill bit.
Fasten the extensions in place and tighten the
mounting bolts securely.
WARNING!
WHEN LIFTING A SECTION IN OR OUT OF THE

TRIMMERHEAD, DO NOT GET UNDER THE
LIFTING DEVICE, OR THE SECTION. DO NOT
PLACE FINGERS IN HOLES TO CHECK FOR
ALIGNMENT. SEVERE INJURY, OR AMPUTATION,
COULD OCCUR IF THE SECTION WERE TO FALL.
04 Trimmerhead Preparation
Install insert and end sections

001-1769
Remove end plate from trimmerhead

001-1774
Changing Straight Grade Widths: The width of the

trimmerhead is adjustable by the installation or
removal of bolt in sections. Standard inserts are
available in 12 inch (300 mm) and 18 inch (460 mm)
widths (optional widths are available; consult
GOMACO). Minimum trimming width is 30 inches
(762 mm) and maximum width should not exceed 60
inches (1.52 m). It is recommended that the trimmer
width be at least 6 inches (150 mm) wider than the
pouring width. To change the width of the
trimmerhead, it must be removed from the machine.
Lay the trimmerhead over on its back. Remove the
eight cap screws securing the flanged idler shaft to the
If the width of the trimmer is to be changed, determine

which section(s) will be necessary. Position the insert
shroud(s) next to the main trimmer and attach with
fifteen bolts and tighten securely. With the tooth
mounts forming a continuous spiral, connect the
trimmer wheel insert(s) to the main trimmer wheel and
tighten the bolts securely.
Move the end plate into place and attach to the
trimmer shroud. Tighten bolts securely. Attach the
flanged idler shaft to the end of the trimmer wheel and
tighten the bolts securely. Set the trimmer upright.
Refer to the Maintenance chapter for instructions on
adjusting wheel height.
3-7
Commander II
05 Mounting the Trimmerhead
Connect trimmer drive hoses

033-3062
Machine positioned behind trimmerhead

033-3206
DANGER!

CERTAIN THAT THE TRIMMERHEAD AREA IS
CLEAR BEFORE STARTING THE
TRIMMERWHEEL. STAY CLEAR OF THE
TRIMMERWHEEL WHEN THE ENGINE IS
RUNNING. STOP THE ENGINE BEFORE
PERFORMING ANY SERVICE WORK ON THE
TRIMMERWHEEL UNLESS OTHERWISE
INSTRUCTED.
Route the trimmer drive motor hoses through the

support tube on the front of the trimmerhead.
Thoroughly clean the quick couplers on the drive
hoses on the trimmerhead and on the machine to
prevent dirt from entering the hydraulic system.
Connect the trimmerhead drive motor hoses to their
respective hoses on the machine. Whenever the
trimmerhead is removed, always place the protective
covers over/in the quick couplers to prevent dirt from
entering the hydraulic system.
Note: It is recommended to connect the trimmer
drive hoses on the machine together when the
trimmerhead is removed.
It is normally advised to position the trimmerhead on a

relatively flat area when mounting it to the machine.
Move the machine into position to the rear of the
trimmerhead. Lower the machine until the mounting
plates on the front of the machine frame are aligned
and slightly lower than the quick attach mounting
plates on the trimmerhead. It may be advisable to
keep the rear of the machine frame slightly higher than
the front, as the trimmer tilts a small amount when it is
removed. Slowly move the machine forward until the
mounting plates contact one another. Raise the
machine under the quick attach mounts as necessary
to align the bolt holes. Install the four 3/4 inch x 2 1/2
inch (19mm x 57 mm) bolts, lockwashers and nuts and
tighten securely.
Connect trimmer case drain line
033-3063
Clean all dirt from the case drain line fittings. Connect
the case drain line from the trimmer to the machine
case drain line. Whenever the trimmerhead is
removed, always place the protective covers over/in
the case drain line connections to prevent dirt from
3-8
Commander II
Notice: Do not place quick couplers in the case
drain line. Excessive back pressure caused by
quick couplers may cause trimmer gearbox seal
failure.
Using a suitable lifting device, lift the trimmerhead

mount assembly into position as shown. Attach with
four bolts, lock washers and nuts and tighten securely.
Mount the trimmerwheel to the hydraulic lift assembly
as previously described in section 04.
Connect fittings
to hold over valve
Left Trimmer
Lift Cylinder
1
Right Trimmer
Lift Cylinder
2
4
Connect trimmer shift hoses
033-3349
033-3064
Connect the trimmerhead shift drive motor hoses to

the appropriate hoses from the trimmerhead shift
control valve. Clean all dirt from the quick couplers
before connecting them. Whenever the trimmerhead
is removed, always place the protective covers over/in
the quick couplers to prevent dirt from entering the
hydraulic system.
06 Mounting the Hydraulic Trimmerhead Lift
Assembly
Trimmer lift hydraulic plumbing

033-3349
The hold over control valve is used to operate the

vertical lift cylinders. Disconnect any existing hoses
from the rear of the hold over valve fittings and place
plugs in the hoses to prevent debris from entering the
hydraulic system. Connect the swivel tee fittings
provided with the kit to the fittings on the hold over
valve and tighten securely. If present, connect any
existing hoses to the 90 fitting on each swivel tee and
tighten securely. If not, place caps over the 90 fittings
and tighten securely. Connect two 48 inch (1.22 M)
hoses (number 1 in previous drawing) with flare swivel
fittings on both ends to the swivel tee fitting on the hold
over valve and tighten securely.
Connect male 6-6-6 tee fittings (number 2) to the end
of the hoses labeled number 1 in the previous drawing
and tighten securely. Connect two 66 inch (1. M)
hoses (number 3 in previous drawing) to the tee fitting
(number 2) as shown and tighten securely. Apply pipe
thread sealer to the hose fitting and attach a male and
female quick coupler to the end of each hose,
tightening securely.
Trimmer Lift assembly

033-3310
Connect two 36 inch (0.91 M) hoses (number 4 in

previous drawing) to the tee fitting (number 2) as
shown and tighten securely. Apply pipe thread sealer
to the hose fitting and attach a male and female quick
coupler to the end of each hose, tightening securely.
The hydraulic vertical lift height of the mount is 12

inches (300 mm). To mount the assembly will require
the removal of the trimmerhead from the front of the
machine frame.
3-9
Commander II
07 Mounting the Water Tank
Connect water pump drive hoses to vibrator circuit

033-3067
Install water tank on rear of machine

033-3415
Use a suitable lifting device to lift the water tank into

place on the rear of the machine frame. Slide the tank
mount bars into the brackets on either side of the
machine frame until fully inserted. Tighten the
setscrews to secure the tank to the machine frame.
The water pump is powered by a vibrator circuit. To

operate the pump, connect the drive motor hoses to
the quick couplers of a vibrator circuit (usually # 4).
Rotate the corresponding vibrator variable control to
the maximum position (full counterclockwise). Place
the auxiliary travel/vibrator selector to the vibrator
position. Run the engine at maximum speed and
rotate the travel variable control lever until contact is
broken with the micro switch.
Connect high pressure washer hoses to vibrator circuits

033-3180
Install water hose to pump

033-3066
Connect the water hose to the outlet of the pump and

tighten securely. Attach the hose nozzle to the
opposite end of the hose. Coil the hose around the
hanger bracket on the top of the tank for storage.
The high pressure washer is powered by two vibrator

circuits. To operate the pump, connect the pressure
washer drive hoses to the quick couplers of two
vibrator circuits (usually number 3 and 4 vibrators).
Rotate the corresponding vibrator variable controls to
the maximum position (full counterclockwise). Place
the auxiliary travel/vibrator selector valve to the
"vibrator" position. Run the engine at maximum speed
and rotate the travel variable speed control valve until
contact is broken with the micro switch.
3-10
Commander II
08 Mounting the Conveyor
Note: Do not connect the conveyor lift hoses on

the machine together if the conveyor boom
assembly is removed.
Install conveyor pivot mast assembly

033-3174
Using suitable lifting equipment, install the conveyor

pivot mast assembly into position on the left front
corner of the machine frame. Install each locking
clamp with a 3/4 inch x 1 1/2 inch bolt, lock washer
and flat washer and tighten finger tight.
Install conveyor pivot arm

033-3394a
Install the conveyor pivot arm to the pivot mast

assembly. Attach using two bolts with lock washers
and nuts and tighten securely.
Set the conveyor boom assembly down over the pivot

mast. Swing the boom assembly towards the front of
the machine.
Note: The pivot arm may be rotated to facilitate

the placement of concrete in a variety of slipform
mold hoppers.
Connect conveyor lift hoses
Attach the pivot arm spacer
033-3387
033-3395
Connect the pressure and return hoses for the

conveyor lift. Thoroughly clean the quick couplers on
the hoses from the control valve and on the hoses
from the machine. Connect the valve hoses to their
respective hoses on the machine. If the conveyor
boom assembly is removed from the machine, always
place the protective covers over/in the quick couplers
to prevent dirt from entering the hydraulic system.
Slide a pivot arm spacer on to the conveyor pivot arm.

Measure and adjust the distance as shown to 8-1/2
inches (216 mm) between the spacer and the pivot
arm riser. Tighten the spacer set screw securely.
3-11
Commander II
Install the conveyor
Install conveyor hanger bracket
033-3408
033-3404a
Using a suitable lifting device, raise the conveyor and

slide the conveyor on to the end of the pivot arm. The
conveyor pivot arm mount should contact the pivot arm
spacer.
Install the conveyor hanger bracket by inserting the pin

through the holes in the bracket and the holes in the
side of the conveyor frame. Secure the pin in place by
inserting the hair pins through the holes at each end of
the pin.
Attach pivot arm spacer

033-3407
Attach the pivot arm spacer to the end of the pivot

arm. The pivot arm should be in a flush position with
the outside edge of the spacer. If not, reposition the
inside pivot arm spacer and slide the conveyor on to
the pivot arm to allow the proper positioning. Tighten
the pivot arm spacer set screw securely.
Connect lift chain to boom

033-3405
Lower the conveyor boom and insert the chain on the

hanger bracket into the hole in the end of the boom.
Secure the chain in the slot.
3-12
Commander II
09 Installing the slipform mold
Installation of the standard drawbar
Connect conveyor drive hoses
Connect the conveyor drive motor hoses to the hoses

on the machine. Thoroughly clean the quick couplers
before connecting them. Connect the hoses from the
drive motor to their respective hoses on the machine.
Connect the case drain line to the conveyor drive
motor. Whenever the conveyor is removed from the
machine, always place protective covers over/in the
quick couplers to prevent dirt from entering the
hydraulic system.
Connect drawbar to adjustable mount plate

033-3246
Remove the pin from the sliding drawbar mount plate.

Lift the drawbar into place on the mount plate and
insert the pin through the second hole from the bottom,
into the drawbar. Secure the pin in place with two hair
pins.
Note: Early model conveyor drive motors are not

equipped with a case drain line.
Install drawbar adjustment turnbuckle

033-3247
Install discharge shield on conveyor

033-3071
Install the deflector chute belt by hooking the pins on

the brackets on each end of the belt into the holes on
each side of the upper end of the conveyor frame.
Secure the belt in place by installing the hair pins
through the holes in the pins on the brackets.
Install the turnbuckle assembly between the clip on the

drawbar and the upper hole in the sliding mount.
Secure both ends with pins and hair pins. After the
turnbuckle is in place, adjust the drawbar until it is
parallel to the machine frame.
3-13
Commander II
edge of the rear leg. Secure both ends with pins and
hair pins. After the turnbuckle is in place, adjust the
turnbuckle to push forward slightly on the outer end of
the drawbar.
Install drawbar extension

033-3073
Installation of a drawbar extension assembly

If slipform molds of over 3 feet (91 cm) in width are to
be used, it is recommended to install the optional
drawbar extension. Lift the extension into place on the
outer end of the drawbar and secure with three 3/4
inch x 2 1/4 inch bolts through the horizontal holes and
two 3/4 inch x 1 3/4 inch bolts through the vertical
holes. Install a lock washer and nut on each bolt and
tighten securely. Tighten the vertical bolts first and
then the horizontal bolts.
Install longer hold down mount

033-3074
Remove the hold down assembly from the hold down

mount on the rear of the machine. Remove the
position lock bolt from the hold down mount. Remove
the pivot pin and remove the hold down mount. Install
the longer hold down mount supplied with the drawbar
extension in place of the standard mount, by reversing
the removal procedures. Install the hold down
assembly.
Installing the offset drawbar extension
Install vertical turnbuckle

033-3076
Remove the turnbuckle from the drawbar and replace

it with the shorter of the two turnbuckles supplied with
the drawbar extension. Connect the turnbuckle
between the lug on the drawbar extension and the
upper hole on the sliding mount plate. Secure both
ends with pins and hair pins. After the turnbuckle is in
place, adjust the drawbar until it is parallel to the
machine frame.
Install the long turnbuckle supplied with the drawbar
extension between the lug on the outer end of the
drawbar extension and the lug on the front, outside
Install conveyor mount extension beam

033-3075
When pouring sidewalk adjacent to the back of the

curb (scab-on), with the machine on the street side of
the curb, it will be necessary to install the offset
drawbar extension assembly. Remove the standard
drawbar and turnbuckle from the sliding mount plate.
Remove the conveyor from the machine. Remove the
3-14
Commander II
conveyor mast and boom assembly. Weld the
mounting plate for the conveyor support extension to
the side of the machine frame, and the sensor mount
tubes to the frame, following the instructions on
drawing # GT90-076. After the mount plate is welded
to the frame, install the conveyor mount extension with
four bolts, lock washers and nuts. Tighten securely.
Install the conveyor mast, boom assembly and
conveyor as described in section 06, Mounting the
conveyor.
Install offset hold down mount

033-3077
Insert the extension in the hoses to the hold-down

cylinder one at a time. Remove the hold-down
assembly from the hold-down mount on the rear of the
machine. Remove the position lock bolt from the holddown mount. Remove the pivot pin and remove the
hold-down mount. Install the longer offset hold-down
mount supplied with the offset drawbar extension in
place of the standard mount, by reversing the removal
procedures. Install the hold-down assembly. It will be
necessary to install the extension hoses on the two
vibrators farthest from the machine. Install them one
at a time.
Install offset drawbar

033-3076
Lift the drawbar into place on the mount plate and

insert the pin through the second hole from the bottom,
into the drawbar. Secure the pin in place with two hair
pins.
Install the short turnbuckle assembly, supplied with the
offset drawbar assembly, between the clip on the
drawbar and the upper hole in the sliding mount.
Secure both ends with pins and hair pins. After the
turnbuckle is in place, adjust the drawbar until it is
parallel to the machine frame.
Install the long turnbuckle supplied with the offset
drawbar extension between the lug on the outer end of
the drawbar extension and the lug on the front, outside
edge of the rear leg. Secure both ends with pins and
hair pins. After the turnbuckle is in place, adjust the
turnbuckle to push forward slightly on the outer end of
the drawbar.
Machine in position along side of form

001-1761
Place the slipform mold on a relatively flat spot. Coil

the vibrator hoses and place them into the mold
hopper. Move the machine into position along side of
the form.
3-15
Commander II
Drawbars meshing
033-3079
Lower the machine far enough to align the machine

drawbar with the drawbar on the back of the mold
hopper. It may be necessary to lower the machine
drawbar if the trimmerhead prevents lowering the
machine enough. Slowly drive the machine forward
and make certain the machine drawbar slips in
between the plates on the form drawbar.
Hold down trolley in place

033-3081
Using the form hold-down control valve, extend (lower)

the hold-down cylinder until the trolley wheels contact
the hold-down bar on the rear of the form. Place the
locking latches under the hold-down bar and secure
them in place with the pins and cotter keys. It may be
necessary to turn the adjustment nuts on the holddown limiting rods to the end of the rods to allow the
cylinder to extend enough.
The lateral positioning of the form will be determined

by the width of the form, and also by whether or not
any radius work will be encountered. If radius work is
to be encountered, the form must be positioned far
enough from the machine frame to allow the form
freedom to pivot.
Lower hold down cylinder mount

033-3082
Insert drawbar pin

033-3080
Align the hole in the drawbar on the mold with the

appropriate hole in the drawbar on the machine. Insert
the drawbar pin.
If the hold-down cylinder will not extend far enough to

contact the hold-down, it may be necessary to lower
the hold-down assembly on the mount. The cylinder
trunnion mount can also be lowered in the assembly.
The hold-down cylinder should be adjusted so that it is
near mid stroke during pouring operations.
3-16
Commander II
of the frame mount in the holes that match the closest.
Tighten the bolts securely. The frame mount may be
slid left or right as necessary to properly position the
form. Connect the holdover cylinder hoses to the
holdover quick couplers on the machine. Move the
holdover control valve to the out position and
observe the cylinder movement. It should move to
force the rear of the form against the edge of the
existing roadway. If not, reverse the hoses on the
holdover cylinder.
Install hold over frame

033-3083
It will be necessary to install the holdover assembly

when pouring against the existing roadway (scab-on).
Normally the frame mount should be clamped to the
left side of the hold-down assembly. However, if the
hold-down assembly is mounted to far to the left, the
holdover may be mounted to the right of the holddown. The lower end of the mount should be 2 to 6
inches (5 to 15 cm) above the hold-down bar when the
form is in the pouring position.
Connect vibrators
033-3085
Thoroughly clean the quick couplers on the vibrator

drive hoses and on the machine to prevent dirt from
entering the hydraulic system. Connect the vibrator
drive hoses to the vibrator outlet quick couplers. It is
recommended that the vibrators be connected in a
consecutive order beginning with number 1 on the left
or curb side. Any vibrator that does not have a
vibrator attached to it, must have the loop hose
connected.
When the vibrators are disconnected, place the
protective covers over/in the quick couplers, or
connect the couplers together to keep dirt from
Install hold over cylinder
033-3084
Attach the cylinder mount to the right (inner) square

hold-down tube on the form with the lug to the left if
the holdover mount is to the left of the hold-down
assembly. Attach the cylinder mount to the left (outer)
square hold-down tube on the form with the lug to the
right if the holdover mount is to the right of the holddown assembly. Connect the rod end of the holdover
cylinder to the mount on the tube and secure with the
clevis pin and hair pins. Extend the cylinder 3 inches
(7.6 cm) (half stroke). Connect the barrel end of the
cylinder to the lug on the anchor plate. Make certain
that the side of the form is parallel to the side of the
machine frame. Attach the anchor plate to the bottom
3-17
Commander II
The trimmer wheel will need to be removed for
attachment of the center mount draw bar and counter
weight beam. On a level area, lower the trimmer
wheel to remove the weight from the mount brackets.
Stop the engine. Place blocking under the left front
corner of the trimmer wheel for support when removing
the trimmer wheel. Disconnect the drive hoses, case
drain line and the trimmer shift cylinder hoses.
Remove the attaching bolts. Start the engine and
lower the front of the machine frame to disengage the
trimmer wheel. Move the machine in reverse, away
from the trimmer wheel.
Connect driveway cutter hoses

033-3086
Connect the driveway cutter or depressor to the hoses

from the machine. Clean all dirt from the quick
couplers before connecting them to prevent dirt from
entering the hydraulic system. When the driveway
cutter or depressor hoses are disconnected, place the
protective covers over/in the quick couplers, or
connect the couplers together to keep dirt from
10 Attaching golf cart path or sidewalk slipform
molds
Install the right leg frame extension tube
033-3305
If a slipform mold wider than 6 feet (1.83 m) is to be

center mounted between the tracks, an extension tube
will be required to widen the area between the tracks.
Extend the right track away from the machine frame
and place blocking under the right side of the machine
frame using adequate blocking to support the weight of
the machine. Lower the machine frame on to the
blocking to remove the weight from the right leg.
Attach a suitable lifting device to support the right leg
and remove the bolts from the mounting flange.
Retract the hydraulic extension and insert the frame
tube extension using a suitable lift device. Insert all
bolts and tighten securely.
Remove the trimmer wheel
033-3206
WARNING!
WHEN REMOVING THE TRIMMER WHEEL, DO

NOT MOVE THE MACHINE DOWN A STEEP RAMP
OR EMBANKMENT IN REVERSE DIRECTION OF
TRAVEL. THE MACHINE CAN TIP OVER ON TO
THE WATER TANK. TIPPING CAN OCCUR WHEN
THE TRIMMER WHEEL OR COUNTERWEIGHT IS
REMOVED FROM THE FRONT OF THE MACHINE
FRAME.
3-18
Commander II
Attach counterweight and drawbar assembly

033-0052
Using a suitable lifting device, attach the drawbar and

counterweight beam to the trimmer mount brackets on
the front of the machine frame. Insert the bolts, nuts
and lock washers and tighten securely.
Attach the slipform mold
Lower the machine far enough to align the machine

drawbar with the drawbar on the back of the mold
hopper. Slowly drive the machine forward and make
certain the machine drawbar slips in between the
plates on the form drawbar. Align the holes in the
drawbar on the mold with the appropriate holes in the
drawbar on the machine. Insert two drawbar pins.
Hold down mount brackets

033-3273 & 033-3274
Install hold down turnbuckles

033-0050
Hold down mount tube attached to machine frame

033-0053
Attach the rear mounting tube for the hold down

turnbuckles to the mount brackets on the rear of the
machine frame. Insert the inside extension tube and
extend it to the right to align with the turnbuckle
mounting hole in the mount bar on the rear of the
slipform mold.
Install the turnbuckles between the hold down mount

tube and the hold down bar on the rear of the slipform
mold. Adjust the turnbuckles so that the sidewalk/golf
cart path slipform mold has a slight downdraft at the
rear of the form. Measure the vertical distance
between the front of the machine frame and the top of
the slipform mold pan. Record this measurement.
Measure the vertical distance between the rear of the
machine frame and the top of the slipform mold pan.
The rear measurement should be 1/8 inch (3 mm)
longer at the rear of the slipform mold so that the
concrete is slightly depressed as it passes under the
form.
Note: Make certain the machine frame measuring
points are on the same plane with each other.
3-19
Commander II
Install sensor pivot mounts and braces

033-3088
Auxiliary vibrator bank

001-2733
If additional vibrators are required, an auxiliary vibrator

bank can be added as needed. Position the auxiliary
vibrator bank near the operator station. Connect
primary pressure and return hoses from the auxiliary
manifold into the trimmer hydraulic system. Wiring for
the on/off control of the auxiliary vibrator manifold is
supplied and should be spliced into the existing wiring
on the standard vibrator manifold.
Slide a sensor pivot mount approximately half way

onto each of the mount arms with the pivot down.
Tighten the setscrews securely. Connect the slotted
end of the second brace to the hole in the outer end of
the front mount arm. Connect the end of the brace
attached to the inner end of the front mount arm, along
with the end of the brace attached to the outer end of
the front arm, to the outer end of the rear arm. Tighten
the bolts securely.
Note: The mounts can be installed with the pivots
up for higher stringline.
11 Mounting the sensors (standard)
Install sensor mount arms

033-3087
Remove the 3/4 inch x 7 inch (19.05 X 177 mm) bolt

from the bracket on the outer front corner of the rear
leg. Install a sensor mount arm in between the
brackets with the tube up, and reinstall the bolt.
Remove the 3/4 inch x 7 inch (19.05 X 177 mm) bolt
from the bracket on the rear outer corner of the
hydraulic surge tank. Place the large hole of one
brace over the tube on the end of the other sensor
mount arm and install the arm in between the
brackets. Reinstall the bolt.
Install sensor arm pivots

033-3089
Install a sensor arm pivot to the pivot mounts and

tighten securely. It is normally advisable to have the
long end of the pivot out towards the sensor arm
assembly for added stability. Do the same front and
rear.
3-20
Commander II
Fr Pull/Rr Push
#2 Front
Grade
Sensor
(Optional)
#1 Front
Grade
Sensor
Rear Grade
Sensor
Fr Push/Rr Pull
#2 Front
Grade
Sensor
(Optional)
#1 Front
Grade
Sensor
Rear Grade
Sensor
Fr Push/Rr Push
#2 Front
Grade
Sensor
(Optional)
#1 Front
Grade
Sensor
Rear Grade
Sensor
Fr Pull/Rr Pull
#2 Front
Grade
Sensor
(Optional)
#1 Front
Grade
Sensor
Rear Grade
Sensor
32DWG10
Grade sensor wand mount positions

33DWG10
Install sensor arms

033-3090
Slide a sensor arm assembly into the front pivot

mount. Align the end of the sensor arm with the front
edge of the slipform hopper. Slide the sensor arm in
or out until the end of the arm is near the final offset
distance from the side of the form. Tighten the
setscrews in the pivot securely.
Slide a sensor arm assembly into the rear pivot mount.
Align the end of the sensor arm with the leading edge
of the stainless trowel section on the slipform mold.
Slide the sensor arm in or out until the end of the arm
is near the final offset distance from the side of the
form. Tighten the setscrews in the pivot securely.
The grade sensor wand is mounted so that the round

tube is towards either the front of the machine (same
side as mounting bolt) and pointing away from the side
of the machine or; toward the rear of the machine
(same side as the cord ) and pointing away from the
side of the machine. The wand should be attached, so
that when the stop pin in the sensor shaft is centered
between the stops on the sensor, the wand is parallel
to the mounting bolt (horizontal). Tighten the attaching
thumbscrew securely.
Note: All grade sensors and wands must be
installed in the same manner. If one sensor or
wand is facing the wrong direction according to the
calibrate settings in the Network controller, it will
operate the machine in the wrong direction (see
later).
Lead
#1 Steer
Sensor
#2 Steer
Sensor
Forward
Travel
Trail
#1 Steer
Sensor
Mount sensors and wands

001-2635
Network Sensor Installation: Mount a sensor for

elevation control to the mount on the adjustable grade
jack with the mounting bolt facing forward and the
sensor hub away from the side of the machine. Mount
the sensor so the top of it is level and tighten the
mounting bolt securely. The front and rear grade
sensors are mounted in the same manner.
32DWG11
#2 Steer
Sensor
Forward
Travel
Steer sensor wand mount positions

32DWG11
Mount a sensor for steering control to the square tube

mount with the mounting bolt facing away (out) from
the machine frame and the sensor hub towards either
the front or the rear. Mount the sensor so the top of it
is level and tighten the mounting bolt securely. The
front and rear steering sensors are mounted in the
same manner.
3-21
Commander II
The steering sensor wand should be attached to the
sensor hub, so that when the stop pin in the sensor
shaft is centered between the stops on the sensor, the
wand is at a 90 angle to the mounting bolt (vertical).
Tighten the attaching thumbscrew securely.
Note: When checking the sensor wand spring

tension, it should be done half way between
stations, so that the line holders do not interfere.
Note: All steer sensors and wands must be

operate the machine in the wrong direction (see
later).
Connect sensors to bulkhead connectors

033-3030
Connect the sensors to their respective electrical

connectors on the rear of the vibrator console. The
front sensors are connected to the top plugs, and the
rear sensors are connected to the bottom plugs.
Connect the steering sensors to the steer plugs and
the grade sensors to the grade plug.
Adjust spring tension

001-2117
Adjust the spring tension on the sensor hubs to hold

the wand firmly in contact with the guideline, but not
tight enough to deflect the line. Check for correct
spring tension after the machine has been adjusted to
the line. Note the position of the line on the grade
wand. Pull the steering wand away from the line and
note the movement of the line on the grade wand. If
the movement exceeds 1/8 inch (3 mm), the steering
sensor spring tension is too tight. Loosen the tension
slightly. Note the position of the line on the steering
wand. Pull the grade sensor wand down, away from
the line and note the movement of the line on the
steering wand. If the movement exceeds 1/8 inch (3
mm), the grade sensor spring tension is too tight.
Loosen the tension slightly. Pull the line away from
both sensor wands. The steering sensor wand should
move out, towards the line until the stop pin in the
sensor hub contacts the stop pin in the side of the
sensor. If not, tighten the spring slightly. The grade
sensor wand should move up towards the line until the
stop pin in the sensor hub contacts the stop pin in the
side of the sensor. If not, tighten the spring slightly. If
the sensor wands deflect the line more than 1/8 inch (3
mm), but the stop pins will not contact one another
when the line is pulled away, suspect that the line is
inadequately tensioned. Adjust the line as necessary.
CAUTION!
WHEN THE SENSORS ARE DISCONNECTED,

PLACE THE DUST CAPS OVER THE ELECTRICAL
PLUGS TO KEEP MOISTURE AND DIRT OUT.

GRADE WANDS = PULL
003-0079
Grade sensor mode selection

NET-0043
Depress the calibrate switch on the service panel and

use the NEXT switch to scroll forward to the grade
sensor mode. Use the slope adjust switches (+ or -) to
change the mode to GRADE WANDS =PULL if the
round tube of the grade wand is on the same side as
the cord. If the round tube of the grade wand is on the
same side as the mounting bolt, change the mode to
GRADE WANDS = PUSH.
3-22
Commander II
12 Mounting the sensors (scab-on)

STEER WANDS = LEAD
003-0080
Steer sensor mode selection

NET-0001
Using the NEXT switch, scroll forward to the steer

sensor mode. Use the slope adjust switches (+ or -) to
change the mode to STEER WANDS =LEAD if the
round tube of the steer wand is facing forward. If the
round tube of the grade wand is facing towards the
rear of the machine, change the mode to STEER
WANDS = TRAIL.
CAUTION!
WHEN SERVICING THE ELECTRICAL SYSTEM OR

WELDING ON THE MACHINE, ALWAYS
DISCONNECT THE GROUND STRAP FROM THE
BATTERY(S) TO PREVENT DAMAGE TO THE
MACHINE ELECTRICAL SYSTEMS.

ELEV MODE = L GR/R SLOPE
003-0101
Network panel for left grade, right slope

NET-0037
To operate the machine with left hand grade control,

and right side slope control, depress the calibrate
switch. Scroll through the various displays until the
elevation mode is displayed. Use the slope adjust
switches (+ or -) to change the mode to L GR/R
SLOPE. After the appropriate grade and steering
mode settings are selected, depress the calibrate
switch to return to the main control panel display.
Adjust the desired amount of cross slope with the
appropriate switch on the main control panel. Refer to
the Preliminary Adjustments section for final
adjustment procedures.
The left front leg elevation is controlled by the front
grade sensor connected to the left front grade plug,
and the left front elevation control loop. The rear leg
elevation is controlled by the rear grade sensor,
connected to the left rear grade plug, and the rear
elevation control loop. The right front leg elevation is
controlled by the slope sensor, located in the battery
box, and the right front elevation control loop. The
steering of both front tracks is controlled by the front
steer sensor connected to the front steer plug and the
front steer control loops. The steering of the rear
tracks is controlled by the rear steer sensor connected
to the rear steer plug and the rear steer control loop.
Attach sensor arm for scab on operation

033-3094
To mount the sensor for scab-on operation, the

mounts must be welded to the machine frame,
following the instructions on drawing # GT90-076.
Slide the grade sensor arm into the mount and tighten
the setscrews. Remove the L-shaped bracket from the
bottom of the grade jack and slide it out of the
standard sensor arm assembly. Slide the jack into the
scab-on sensor mount and reinstall the L-shaped
bracket.
Mount a grade sensor to each of the grade jacks
Mount a sensor for elevation control to the mount on
the adjustable grade jack with the mounting bolt facing
forward and the sensor hub towards the side of the
machine. Mount the sensor so the top of it is level and
tighten the mounting bolt securely. The front and rear
grade sensors are mounted in the same manner.
Tighten the mounting bolt securely, so that the top of
the sensor is level.
The grade sensor wand is mounted so that the round
tube is towards either the front of the machine (same
side as mounting bolt) and pointing towards the side of
the machine or; toward the rear of the machine (same
side as the cord ) and pointing towards the side of the
machine. The wand should be attached, so that when
the stop pin in the sensor shaft is centered between
the stops on the sensor, the wand is parallel to the
mounting bolt (horizontal). Tighten the attaching
3-23
Commander II
thumbscrew securely. The grade wand is placed on
the track yoke for lock to grade operation.
13 Preliminary Adjustments
Note: All grade sensors and wands must be

work backwards (see later).
Right leg shift clamps

033-3374
While moving the machine in either forward or reverse,

extend the right leg to the maximum out position, using
the right leg shift valve. After the leg is extended,
tighten the locking bolts in the bottom of the outer
tube.
!
Grade ski
360548
To trace grade from the existing curb, the round tube

may be removed from the grade wand and the skate
(part # 500-15B25) and ski (part # 500-15B26)
assembly installed in its place. To install the skate,
remove the round tube from the grade sensor wand
arm. Attach the skate assembly with the skate away
from the sensor. Tighten the nut securely. Clip the ski
assembly to the blade of the skate. Attach the grade
arm assembly to the hub of the grade sensor so that
when the stop pin in the sensor shaft is centered
between the stops on the sensor, the wand is angled
downward 45. The skate/ski assembly should be on
the cord side of the sensor. Attach the grade sensor
to the grade jack so that the mounting bolt is facing
forward travel and the sensor is mounted in a level
position. When using the skate/ski assembly be
certain the running surface is clean and free of
imperfections. Any imperfections in the running
surface may be transferred into the finished product.
Keep the grade sensor as close to the edge of the slab
as possible.
Note: A grade skate/ski should always be
dragged by the sensor to prevent damage to the
sensor if the skate/ski should catch on any
obstacle.
CAUTION!
LOOSEN THE BOLTS IN THE BOTTOM OF THE

TUBE BEFORE REPOSITIONING THE LEG.
Trimmerhead extended past left edge of form

033-3095
Using the trimmerhead shift control valve, shift the

trimmerhead to the left. The left edge of the
trimmerhead should protrude out past the outer edge
of the slipform mold by approximately 3 inches (76
mm).
3-24
Commander II
Adjust sensors to guideline

033-3231
Machine positioned parallel to guideline

033-3096
Move the machine into position along the guideline.

Steer the machine left or right as necessary until the
machine frame is parallel to the line. The machine
should be positioned so the offset distance between
the slipform mold and the guideline is approximately
correct.
Machine positioned vertically to guideline

033-3097
Place the slope control circuit in "automatic" and adjust

the slope setting to the required amount of slope.
Lower the machine using the front and rear grade jog
switches until the trimmerhead is resting on the grade.
Be certain that the machine frame is approximately the
same distance above the guideline at the front and at
the rear. Stop the engine and turn the ignition switch
to the on position.
Note: The trimmerhead should be resting on
grade at least 1/2 inch (13 mm) high, to prevent
undercutting when moving the machine forward.
It is advisable to screw the steering adjustment crank

in the end of the sensor arm assembly out (clockwise)
3 to 4 inches (76 to 100 mm) before making sensor
adjustments. Adjust the grade jack out the same
amount. This will allow for minor adjustments if
needed. Place the grade sensor wands under the
guideline and the steering sensor wands on the
machine side of the line. Turn the L-shaped mount
bracket until the shaft through each of the grade
sensors is at a 90 right angle to the guideline, and the
shaft through each of the steering sensors is parallel to
the guideline. Adjust the front steering sensor left or
right (in or out) until the deviation meter needle on the
steering system is centered. Place the individual
control loop for the steer sensor in "A" automatic by
placing the auto/manual steer select switch in the
"auto" position. If a large amount of adjustment, 1 inch
(25 mm) or more, is necessary to center the deviation
meter needle, loosen the setscrews in the sensor pivot
mount and adjust the sensor arm assembly in or out
as needed (save crank adjustment for final
adjustment). Tighten the setscrews securely. To
adjust the rear steering sensor, place the forward/
reverse steer switch in the reverse position and
repeat the procedure.
Adjust the front and rear grade sensors (using the
grade sensor jacks) up or down until the
corresponding deviation meter needle is centered.
Place the individual control loops for the grade sensors
in "A" automatic by depressing the corresponding
"A/M" switch. If a large amount of adjustment is
necessary to center the needles, loosen the setscrews
in the grade sensor jack brackets and raise or lower
the jacks as needed. Tighten the setscrews securely.
Loosen the L-shaped clamp bolt in the grade jack
bracket and slide the jack left or right until the grade
sensor wand is centered beneath the guideline.
Tighten the clamp bolt securely. Loosen the setscrew
in the steering sensor square tube mount and adjust
3-25
Commander II
the sensor assembly up or down until the guideline is
10 to 12 inches (250 to 300 mm) below the sensor
housing. Tighten the setscrews securely. The sensor
mounts should be adjusted until there is no less than
1/4 inch (6 mm) and no more than 1-1/2 inches (38
mm) between the sensor wands.
Scab on sensors
Adjust sensor spring tension
360548
001-2117
Adjust the spring tension on the sensor hubs to hold

the wands firmly in contact with the guideline, but not
tight enough to deflect the line. Check for correct
spring tension after the machine has been adjusted to
the line. Note the position of the line on the grade
sensor wand. Push the steering wand away from the
line and note the movement of the line on the grade
wand. If the movement exceeds 1/8 in. (3 mm), the
steering sensor spring tension is too tight. Loosen
tension slightly. Note the position of the line on the
steering wand. Pull the grade sensor wand down,
away from the line and note the movement of the line
on the steering wand. If the movement exceeds 1/8 in.
(3 mm), the grade sensor spring tension is too tight.
Loosen the tension slightly. Pull the line away from
both sensor wands. The steering sensor wand should
move out towards the line until the stop pin in the
sensor hub contacts the stop pin in the side of the
sensor. If not, tighten the spring slightly. The grade
sensor wand should move up towards the line, until
the stop pin in the sensor hub contacts the stop pin in
the side of the sensor. If not, tighten the spring
slightly. If the sensor wands deflect the line more than
1/8 in. (3 mm), but the stop pins in the sensor and hub
will not contact one another when the line is pulled
away, suspect that the line is inadequately tensioned.
Adjust the line as necessary.
When pouring against an existing roadway, or curb

(scab-on), with no guideline, the front steering sensor
wand is adjusted to run against the edge of the
roadway, or curb. It may be necessary to wind the
spring on the sensor hub in reverse to hold the wand
against the roadway, or curb. Adjust the vertical
position of the steering sensor wand so the wand does
not catch on the grade, or on protruding tie bars.
Note: It is advisable to place a 6 inch (150 mm)
piece of hose over the end of the wand to protect it
from wear.
Place the grade sensor wands on the track yokes, or
place the ski and skate assemblies on the surface of
the existing slab, or curb. Adjust the grade sensors up
or down until the corresponding deviation meter
needle is centered. The adjustment procedures for
scab-on setup are basically the same as for standard
setup. The only difference is that all references are
made from the roadway, or curb, instead of the
guideline. Keep the grade ski and skate assembly as
close to the edge of the existing slab as possible.
Note: When checking sensor wand spring

tension, it should be done half way between
guideline stations so line holders do not interfere.
The control system should be in the standby
mode when checking the sensor spring tension.
3-26
Commander II
Note: When setting the machine parallel to the
guideline, it should be performed in an area where
the guideline is straight (not in a radius).
Controls set for operation

033-3377
Start the engine and place the control system in

"automatic". Depress the emergency stop reset switch
(if equipped) to set the emergency stop system for
operation Place the forward/reverse steer switch in
the forward position. Slide the trimmerhead to the
left so that it extends at least 3 inches (76 mm) past
the left side of the slipform mold and move the
trimmerhead control valve to the forward position (if
the trimmerhead is installed). Increase engine speed
to maximum. Slowly move the travel variable speed
control valve in the increase direction to start
machine movement. Move the machine forward 20 to
30 feet (6 to 9 m) and stop the machine.
Straight edge under rear of frame

033-3101
Place the straight edge under the frame just to the

front of the rear leg. Extend the straight edge over the
guideline and measure the distance between the
machine side of the straight edge and the guideline.
This measurement must be within 1/4 inch (6 mm) of
the front measurement. If not, adjust the grade
sensors up, or down, as necessary and recheck the
measurement.
Note: It is advisable to raise the low end of the
machine, rather than lower the high end to prevent
the trimmerhead from undercutting the grade.
Adjust the drawbar

033-3102
Straight edge under front of frame

033-3100
Hold a straight edge under the machine frame just

under the drawbar. Extend the straight edge over the
guideline and measure the distance between the
machine side of the straight edge and the guideline.
Record this measurement.
Move the hold-down control valve to the down

position and adjust the hold-down pressure control
valve to the minimum (counterclockwise) position.
With the machine slowly moving forward, adjust the
drawbar up or down with the adjustment bolt, until the
bottom of the slipform mold is lightly riding on the
trimmed grade. If the bottom of the form is not riding
on the grade evenly on both sides, adjust the
turnbuckle to tilt the drawbar one way or the other, and
readjust the drawbar up or down as necessary. After
3-27
Commander II
the form has been adjusted to the grade, lock the
adjustment bolt and the turnbuckle with the lock nuts.
Note: If the trimmerhead is not cutting any grade,
lower the machine evenly, front and rear, until it is
cutting. The form should be set to a trimmed
grade. Make certain that the grade is not under
cut.
Place a level in the gutter portion of the slipform mold

at the rear of the main form. Raise the lower end of
the level until it is plumb. Measure the distance
between the form side of the level and the top of the
form to determine the amount of slope. If the slope is
incorrect, adjust the slope dial on the machine until the
desired amount of slope is attained.
Note: When checking the slope on a curb and
gutter form, be certain to allow for edge slump,
which may be 1/4 to 3/8 inch (6 to 9 mm).
When checking the cross slope of a sidewalk form,
place a level across the rear of the main form. Raise
the lower end of the level until it is plumb. Measure
the distance between the level and the top of the form.
If the amount of slope is incorrect, adjust the slope dial
on the machine until the desired amount of slope is
attained.
Center hold down assembly

033-3104
Check the position of the hold down cylinder on the

rear of the slipform mold. With the slipform mold
parallel to the grade, the hold down cylinder should be
extended no less than 4 inches (100 mm), or no more
than 8 inches (200 mm). If the cylinder is extended
less than 4 inches (100 mm), move the mount up on
the frame. If the cylinder is extended more than 8
inches (200 mm), move the mount down on the frame.
With the side of the form parallel to the side of the
machine, the hold down trolley assembly should be
centered on the hold down bar on the rear of the form.
If not, slide the hold down cylinder left or right as
necessary. Tighten the mounting bolts securely.
14 Final Adjustments
Check gutter slope

001-1868
Check preliminary grade

001-1871
DANGER!
CONTACT WITH MOVING TRACKS OR

TRIMMERWHEEL CAN CAUSE SERIOUS INJURY
OR DEATH. BE CERTAIN THAT NO ONE IS NEAR
THE TRIMMERWHEEL BEFORE ENGAGING THE
CONTROL VALVE. BE CERTAIN THAT NO ONE IS
NEAR THE TRACKS BEFORE MOVING THE
MACHINE. KEEP HANDS, FEET AND LOOSE
CLOTHING AWAY FROM MOVING PARTS TO
PREVENT SEVERE PERSONAL INJURY.
Hold a level, plumbed horizontally, above or below the
guideline and extended over the trimmed grade.
Measure from the guideline side of the level down to
the trimmed grade directly below the reference point
(top of back of curb, gutter line, etc.). If the
measurement is incorrect, adjust both grade sensors
evenly as required. Moving the sensors up, lowers the
grade, and moving the sensors down, raises the
3-28
Commander II
grade. One turn of the grade jack crank changes the
grade approximately 1/8 inch (3 mm). After a grade
change has been made, move the machine forward 20
to 30 feet (6 to 9 m) and recheck the grade. Readjust
as necessary.
approximately 1/8 inch (3 mm) from the roadway, or

curb, edge.
15 Pouring Operations
Note: If the grade must be lowered, it will be

necessary to have the machine moving forward
slowly.
2.50V 2.51V 2.48V 2.49V
When adjusting the grade for pouring against an

existing roadway, or curb, raise or lower the machine
until the edge of the slipform mold is even with the
roadway, or curb.
033-3335
Center the rear steer sensor

033-3335
If the product is being poured on an untrimmed grade,

the grade is normally adjusted so that the bottom of
the form clears any high spots in the grade by at least
1/8 inch (3 mm). Adjust the grade sensors up or down
as necessary. Be certain that the bottom of the form is
parallel to the machine frame when changing grade.
Check preliminary offset

033-3106
Set a level, plumbed vertically, against the guideline in

line with the machine drawbar. Measure the distance
between the guideline side of the level and the
reference point (top of back of curb, gutter line, etc.)
on the slipform mold. This measurement should be
the required offset distance. If not, adjust the steering
sensor in or out as necessary. Moving the sensor
towards the guideline, increases the distance between
the line and the form. Moving the sensor away from
the line, decreases the distance between the line and
the form. After each adjustment, move the machine
forward 20 to 30 feet (6 to 9 m) and recheck the offset.
After the machine has been set to line and grade, it will
be necessary to move it back to the start of the pour.
Set the forward/reverse steer switch to the reverse
position and raise the travel variable control valve
handle slightly to break contact with the micro switch
button. Adjust the rear steering sensor in or out until
the steering deviation meter needle is centered. The
test mode may also be used to center the rear steering
sensor to 2.50 volts.
Depress the run/standby switch to place the control
system in the run mode. Place the two travel
directional control valves in the reverse position.
Depress the A/M switches on the front and rear grade
control loops to operate in the manual M mode and
place the hold down control lever in the center
(neutral) position. Using the jog switches on the front
and rear grade control loops, raise the machine high
enough so that the trimmerhead and the slipform mold
will clear all obstacles. Start backing the machine to
the start of the pour. While moving the machine, raise
or lower the front and/or rear of the machine as
necessary to keep the steering wand from coming off
of the guideline, or to keep the trimmerhead or slipform
mold from striking an obstacle.
Note: Make certain that the form is parallel to the

side of the machine before checking the offset.
When adjusting the offset for pouring against an
existing roadway, or curb, adjust the steering until the
lip on the edge of the form (if so equipped) is
3-29
GOMACO Tip: Loosen the setscrew in the

steering sensor square tube mount and lower the
steering sensor. The machine then can be raised
higher for backing to the start of the pour. Mark
the tube location before lowering it so that it can
be returned to the same position.
Note: It may be necessary to manually steer the
machine to the start of the pour, when pouring
scab-on.
Commander II
DANGER!
CONTACT WITH MOVING TRACKS OR

TRIMMERWHEEL CAN CAUSE SERIOUS INJURY
OR DEATH. BE CERTAIN THAT NO ONE IS NEAR
THE TRIMMERWHEEL BEFORE ENGAGING THE
CONTROL VALVE. BE CERTAIN THAT NO ONE IS
NEAR THE TRACKS BEFORE MOVING THE
MACHINE. KEEP HANDS, FEET AND LOOSE
CLOTHING AWAY FROM MOVING PARTS TO
PREVENT SEVERE PERSONAL INJURY.
Back the machine approximately 15 to 20 feet (4.6 to 6
m) beyond the starting point of the pour, if possible
and stop the machine. Place the forward/reverse steer
switch in the forward position. Place both travel
directional control valves in the forward position.
Using the jog switches on the front and rear grade
control loops, lower the machine until the trimmerhead
and slipform mold are lightly resting on the grade.
Place the grade sensor wands under the guideline and
the steering sensor wand on the machine side of the
guideline. Place the steering assist switch on current
machines in the straight position if pouring straight
sections. Place the switch in the radius position if
pouring around radii. Move the trimmerhead control
valve to the forward position. Notice the position of
the deviation meter needles on the front and rear
grade control loops. If either, or both, of the needles
are centered or above center, place the corresponding
A/M switch in the auto A position. If either, or both of
the needles are below center, start the machine
moving slowly forward. Using the jog switch on the
front grade control loop, slowly lower the front of the
machine until the front grade deviation meter needle
centers, or goes above center. Place the run/standby
switch in the run position. Repeat the procedure with
the rear grade. Move the machine forward until the
starting point of the pour is lined up with a point
approximately 2 feet (600 mm) to the rear of the
slipform mold hopper. Using the hold-down control
valve, adjust the rear of the slipform mold up or down,
until the bottom of it is parallel to the guideline. Pivot
the rear of the form left or right so that the side of it is
parallel to the side of the guideline.
CAUTION!
DO NOT ALLOW THE ENTIRE WEIGHT OF THE

MACHINE TO REST ON THE SLIPFORM MOLD AS
IT COULD BE DAMAGED.
Pour started from existing curb

001-1874
If the pour is to start from and existing curb and gutter,

or sidewalk, it will first be necessary to be certain that
the grade at the end of the existing product is correct.
The grade at the end of the existing product to a point
at least 10 feet (3.05 m) beyond the end must be at
grade to 1/2 inch (13 mm) low. Back the machine to
the start of the pour, as previously described, until the
rear of the slipform mold is against the existing
product.
Note: The slipform mold will not fit over the
product that was poured with it at a previous time.
Concrete slump causes the product to expand
wider than the slipform profile.
Starting pour
033-3110
CAUTION!
DO NOT PLACE OIL ON THE OPERATORS

PLATFORM, OR THE BOARDING LADDER, AS IT
MAY CAUSE THEM TO BECOME VERY SLIPPERY.
INJURY MAY RESULT IF SLIPPAGE OCCURS.
It is advisable to coat the inside and outside of the
form and the trimmerhead assembly below the
conveyor with form oil. The conveyor frame, receiving
hopper and the discharge hopper should also be
3-30
Commander II
coated. Avoid placing oil on the inside surface of the
belt as it could cause slippage.
GOMACO TIP: Place plastic or burlap over the
trimmerhead assembly directly below the conveyor
to aid in cleanup at the end of the day.
pressure is too high, the top surfaces will appear to

puff up as the concrete slips from under the form. If
the hold-down pressure is too low, the stainless
troweling section will appear to leave the concrete,
causing the top surface to appear streaked. Adjust the
travel speed and the vibration as required.
Move the conveyor directional control valve to the

forward position, and pull the vibrator/auxiliary travel
selector out to the vibrator position. Rotate each
vibrator variable control valve, that has a vibrator
attached, counterclockwise to the maximum position.
On current production machine, place the vibrator
override switch in the off position. Discharge
concrete onto the conveyor belt from the supply truck
and fill the slipform hopper at least 75% full. Move the
variable speed control valve in the increase direction
just enough to start the vibrators without moving the
machine. Allow the vibrators to force the concrete
back into the form, until they can force no more into it.
Keep the slipform hopper at least 75% full by starting
and stopping the conveyor as necessary.
GOMACO TIP: By spraying the underside of the
form and the grade with water, before dumping
concrete into the form, it may be possible to fill the
form more fully. It may also help to spray a small
amount of water onto the first small amount of
concrete in the hopper to help it slip into the form
more easily.
Check cross slope of product

3111
After pouring 15 to 20 feet (4.6 to 6 m), check the

finished product for proper slope, grade and line. If
adjustments are needed, make them in small
increments over a great distance. For example, if the
grade requires a change of 1/4 inch (6 mm), adjust it
1/8 inch (3 mm) every 5 feet (1.5 m) or more. To
check the cross slope, place a level in the gutter
section, or across the surface of a sidewalk and raise
the lower end until the level is plumb. Measure from
the bottom of the level to the top surface of the
concrete. Adjust the slope of the machine with the
slope dial as necessary.
Adjust the hold down pressure

3110
When the form is completely full, move the variable

speed control valve in the increase direction to
position number 2 or above to start the machine
forward movement. As soon as the concrete begins to
slip from the rear of the form, move the hold-down
control valve to the down position. Adjust the holddown pressure by turning the hold-down pressure
control valve clockwise to increase pressure, or
counterclockwise to decrease pressure, to hold the
form in firm contact with the concrete. If the hold-down
Check grade of product

033-3111
3-31
Commander II
To check the grade, place a level above, or below the
guideline and plumb it out over the edge of the finished
product. Measure from the guideline side of the level
down to the reference point on the concrete (top of
back of curb, gutter line, etc.). Adjust the front and
rear grade sensors up or down evenly, to get the
proper measurement. If the grade must be raised,
lower the sensors. If the grade must be lowered, raise
the sensors.
Note: When checking the grade to the top of the
curb, be certain that the curb has not slumped
down too far by measuring the back side of the
curb for the correct measurement.
Adjust the hold down limit nuts
Adjust the hold-down limiting bolts to carry the rear of

the slipform mold, should any low grade be
encountered. With concrete under the slipform mold,
turn the adjustment nuts until they just contact the
support plate. Lock the adjustment nuts in place with
the locking nuts.
Note: Loosen the adjustment nuts to be certain
that the form is in firm contact with the concrete,
before making adjustments.
Check for proper steering offset

033-3112
To check the offset, plumb the level vertically along the

side of the line. Measure the distance between the
guideline side of the level and the concrete reference
point (top of back of curb, gutter line, etc.). Adjust the
steering sensor left or right as necessary. If the
concrete line must be moved away from the line, move
the sensors towards the line. If the concrete line must
move closer to the line, move the sensors away from
the line.
Good product
3114
Production rate (or travel speed) is determined by

many factors, of which a few are:
1.
Delivery rate of the concrete mix. If the concrete

mix cannot be readily discharged from the
supply truck, the production rate will be lowered.
The size of the slipform mold will have a direct
affect on how far each load of concrete will go.
2.
Amount of pressure required to turn the trimmerhead. The pressure required will be affected by
the type of material being trimmed, the depth of
cut and the forward travel speed. Ideally the
3-32
Commander II
subgrade to be trimmed during pouring operations should be 1/2 to 1 inch (13 to 25 mm) high.
3.
How wet or dry the concrete mix is (slump).

With high slump (wet) concrete, the travel speed
can be increased, which in turn will increase
production rate. With low slump (dry) concrete,
the travel speed must be decreased, reducing
the production rate. The recommended concrete slump for curb and gutter, or for sidewalk
is 1 1/2 to 2 inches (38 to 50 mm).
4.
Amount of hand work to be done behind the

machine. If pouring a curb which requires the
cutting of many driveway openings, it is important that the machine not get too far ahead. If
the machine were to get too far ahead, it would
allow the concrete to begin to set, making the
cutting of each driveway opening progressively
more difficult.
Dry concrete
001-1884
When the concrete mix becomes too dry (low slump),

it may be necessary to decrease travel speed and/or
increase vibration to eliminate voids in the concrete
surface. If the concrete is extremely dry, large voids
may appear in the surface, or the concrete may pull
apart completely. The solution would be to add water
to the concrete mix, or if necessary, refuse to accept it.
Hump caused by running vibrators

3117
Wet concrete
001-1883
When the concrete mix becomes too wet (high slump),

it may be necessary to increase travel speed and/or
decrease vibration to avoid a puffy surface. If the
concrete is extremely wet, the edges or the curb may
slump excessively, or may even fall over. The solution
would be to get the concrete mix drier, or refuse to
accept it.
During paving operations, it occasionally becomes

necessary to stop and start the machine travel. When
stopping, rapidly move the variable speed control
valve in the decrease direction to the stop,
depressing the micro switch button. This causes the
vibrators to stop at the same instance as the machine
travel ceases. When starting the machine travel,
rapidly move the variable travel control valve in the
increase direction to position number 2 or above. This
will start the vibrators at the same instance as the
machine travel begins. After the machine is moving,
adjust the travel speed as necessary.
3-33
Commander II
(25 to 38 mm). If more than 2 inches (51 mm) of
material must be removed, it is best to remove it with a
motorized blade or scraper. If an attempt is made to
remove an excessive amount of material with the
trimmerhead during pouring operations, it may cause
frequent stalling of the trimmer wheel, causing the
machine to pull to the left. This will cause damage to
the curb and also reduce the production rate.
Note: If a motorized blade or scraper is not
available, the grade can be pre-trimmed by raising
the machine 1 inch (25 mm). After the grade is
pre-trimmed, back the machine to the start of the
pour, lower it the 1 inch (25 mm) and begin
pouring operations. The windrow from pretrimming should be removed in some manner.
Hump caused by bumping line

3118
During pouring operations, it is important that nothing,

or no one, comes in contact with the guideline. Be
certain that there is no debris against the guideline
which could become entangled in the sensor wands.
Be certain that persons working around the machine
do not come in contact with the line.
Low grade boil out

3120
Trimming excessive grade

3119
DANGER!
IF THE TRIMMER WHEEL IS FULL OF MATERIAL

THAT MUST BE CLEARED BY HAND OR
MATERIAL MUST BE REMOVED FROM THE
SUBGRADE, THE TRIMMER WHEEL MUST BE
STOPPED AND THE ENGINE MUST BE SHUT OFF
BEFORE CLEARING THE MATERIAL OR SERIOUS
INJURY, OR DEATH, CAN RESULT. FOR
ADDITIONAL SAFETY, REMOVE THE KEY FROM
THE IGNITION SWITCH. BE CERTAIN THAT
PERSONNEL ARE CLEAR OF THE TRIMMER
WHEEL BEFORE STARTING THE ENGINE. KEEP
HANDS, FEET AND LOOSE CLOTHING CLEAR OF
TRIMMER WHEEL WHILE IN OPERATION.
If low spots are present in the subgrade, it is advisable

to fill them with fill material prior to pouring operations.
Enough fill should be added so that when it is
compacted, the grade is 1/2 to 1 inch (13 to 25 mm)
high. Low areas in the subgrade can also cause the
top line of the finished product to sag, especially if the
hold-down limiters are not used. It is recommended to
spot check the entire job for high and low grade spots.
Pouring on low grade can cause severe loss of
concrete yield. For example, with the grade 1/2 inch
(0.01 m) low over a width of 3 feet (0.91 m), an
additional cubic yard (0.764 m3) would be required for
every 216 feet (65.8 m) poured.
During trimming and pouring operations, it is normally

recommended to trim no more than 1 to 1 1/2 inches
3-34
Commander II
Low sensitivity
033-3115
It is important that the sensitivity on the control loops

be set as sensitive as possible, that the spring tension
on the sensor wands not be too tight, and that the
stringline guide be kept adequately tensioned. Figure
3101 shows the gradual swales that can be caused by
a low sensitivity setting, incorrect sensor wand spring
tension or loose stringline.
Moving sensors past obstacles

001-2608
Occasionally obstacles are situated between the

guideline and the finished product. It will be necessary
to swing the sensor arms, or remove them to clear the
obstacle. When the front sensors get to the obstacle,
stop the machine. Depress the front grade control
loop A/M switch in the manual M mode. Place the
steering auto/manual selector switch in the manual
position. Mark the position of the sensor pivot mount
and swing the sensor arm out of the way. If the sensor
arm cannot be swung out of the way, it may be
necessary to remove it. Mark the sensor arm position
in the pivot mount and loosen the setscrews.
Disconnect the sensor plugs at the bulkhead
connectors and remove the sensor arm.
Curb drop form

052-0134
Occasionally, it becomes necessary to install a

driveway opening in the curb. If attached, insert the
curb cutout blade using the rear shift control valve at
the beginning of the driveway opening and retract the
blade at the end fo the driveway opening. Place
adequate froms of the proper height behind the curb
and stake securely. Place a from of the proper height
in the gutter section and remove the top of the curb (if
no blade is attached).
After the top of the curb has been removed, finish the
concrete to produce a smooth transition from the full
curb to the cut curb.
DANGER!
CONTACT WITH MOVING TRACKS, TRIMMER

WHEEL OR CONVEYOR CAN CAUSE SERIOUS
INJURY OR DEATH. BE CERTAIN THAT NO ONE
IS NEAR THE TRIMMER WHEEL OR CONVEYOR
BEFORE ENGAGING THE CONTROL VALVE. BE
CERTAIN THAT NO ONE IS NEAR THE TRACKS
BEFORE MOVING THE MACHINE. KEEP HANDS,
FEET AND LOOSE CLOTHING AWAY FROM
MOVING PARTS TO PREVENT SEVERE
PERSONAL INJURY.
Move the machine forward until the obstacle is past
the sensor arm position. Swing the assembly back
into position until the marks are aligned, or slide the
sensor arm back into the mount until the mark is
aligned. Reconnect the sensors. Place the grade
wand under the guideline and the steering wand on
the machine side of the guideline. Depress the A/M
switch on the front grade control loop and the steering
auto/manual selector switch in the auto position.
Continue to pour forward until the rear sensors are to
3-35
Commander II
the obstacle. Repeat the procedures for the rear
sensors.
Note: It is not necessary to place the steering
auto/manual selector switch in the manual
position when moving the rear steer sensor, as the
rear steer sensor is not being used when travelling
forward.
Ending the Pour
If the end of the pour is up against an existing curb

and gutter, or sidewalk, stop the machine forward
travel when the trimmerhead is up against the end of
the existing product. If possible shift the trimmerhead
all the way to the right. Remove the excess material
left by the trimmerhead and continue to pour forward,
until the front of the form hopper is against the end of
the existing product. Place the hold-down control
valve in the center (neutral) position and the
trimmerhead control and the conveyor control valves in
their off position. Place the vibrator override switch
(on current machines) in the on position, or push the
auxiliary travel/vibrator selector valve in to the
auxiliary travel position. Depress the front and rear
grade control loop A/M switches and the steering auto/
manual selector switch to select the manual "M" mode.
Raise the machine using the all jog switch and move
the machine to an area where it can be cleaned.
Mark Sensors
033-3286
The sensors should be removed before washing the

machine. It is advisable to mark the sensor location
on the mounts prior to their removal. This will speed
setup time if the pour is to be continued at a later date.
Be certain to place protective dust caps over/in the
electrical plugs to keep moisture and dirt out.
If the pour is to be stopped in an open area, it is advisable

to trim forward an additional 20 to 30 feet (6 to 9 m) past
the stopping point. By doing this, when the pour is
continued, the subgrade is already trimmed for machine
setup. To continue trimming past the end of the pour,
stop the conveyor and vibrators. Place the hold-down
control valve in the center (neutral) position, and continue
to trim forward the desired amount. When the desired
amount has been trimmed, raise the machine and move
it to an area to be cleaned as previously described.
Clean machine
033-3123
The machine should be cleaned as soon as possible

after pouring operations have ended. It is advisable to
fill the water tank on the machine at the start of the
pour, so water for cleaning purposes is available at the
end of the pour. Connect the pump drive hoses to a
vibrator circuit. Rotate the vibrator variables which
have vibrators attached to them, to the off (clockwise)
position, and the variable for the water pump to the
maximum (counterclockwise) position. Pull the
vibrator/auxiliary travel selector valve out to the
vibrator position. Place the vibrator override switch
(current machines) in the off position and lift the
travel variable control valve off of the micro switch.
Run the engine at maximum speed.
3-36
Commander II
Uncoil the hose from the hose hanger on the top of the
water tank and wash the concrete off of the machine. The
underside of the form should be washed off first. Clean
the underside of the form thoroughly, as any concrete left
to dry on the underside will affect the final concrete finish
when the pour is resumed.
DANGER!
BE CERTAIN THAT THE TRIMMERHEAD

CONTROL VALVE IS IN THE OFF POSITION
WHILE CLEANING THE MACHINE. USE CARE
WHEN CLEANING AROUND THE TRIMMERHEAD
TO AVOID BECOMING ENTANGLED, SHOULD THE
TRIMMER BE ACCIDENTALLY STARTED. DO NOT
STAND ON THE CONVEYOR IN CASE IT IS
ACCIDENTALLY STARTED.
3-37
Commander II
Lubrication and Maintenance Service Interval Chart
Item
10 Hour
Check E-stop operations
Check hydraulic fluid level
Check air filter restriction indicator
Fill fuel tank
Grease trimmer gearbox
Check engine coolant level
Clean power washer pump inlet screen
Check power washer gearcase oil level
600 Hour
Clean engine compartment
500 Hour
Grease auger bearings
250 Hour
Check engine oil level
50 Hour
Grease trimmer bearing
Grease conveyor bearings
Adjust auger drive chain
Lubricate auger drive chain
Grease left track center pivot pin
Check track drive gearbox oil level
Check pump drive gearbox oil level
Check conveyor drive gearbox oil level
Check battery electrolytes
Check alternator and fan belts
Adjust conveyor belt tension
Replace conveyor belt wipers
Adjust trimmer wheel height
Check trimmer teeth for replacement
Service or replace engine air filter
Check engine air intake fittings
4-1
Commander II
Grease hold down trolley
Grease conveyor pivot mount
Check tension of wear pads
Grease track yoke pivot pin
Replace engine oil filter
Replace fuel filters
Drain power washer gearcase oil
Replace lift suction filter
Replace hydraulic oil filter
Replace high pressure lift filter
Clean sump filters
Change oil in torque hub gearbox
Change oil in pump drive gearbox
Change oil in conveyor drive gearbox
Check oil in track rollers
Check wear pads for replacement
Clean battery cable connections
Adjust servo pilot valves
Adjust trimmerhead pressure
Adjust conveyor pressure
Adjust track pressure
Adjust vibrator pressure
Adjust lift pressure
Calibrate the slope sensor
* Indicates a one time service interval after the first 50 hours of machine operation
4-2
Commander II
CHAPTER IV MAINTENANCE
This chapter contains detailed instructions for the
lubrication and adjustments necessary for trouble free
operation of the Commander II. The services listed for
the engine is basic services only. Refer to the engine
service manual for more detailed instructions. It is
advisable to perform all lubrication checks and
services prior to initial machine setup.
Instructions for the servicing of the battery, charging
system, fuel system, engine cooling system, engine
lubrication system and the machine hydraulic systems
are included in this chapter. Also included are
instructions for adjusting the pressures of the various
hydraulic circuits and instructions for adjusting the
steering and slope systems. Pay particular attention
to all safety statements.
03 Lubricants
Effective use of the proper lubricating oils and grease
is perhaps the most important step towards low
upkeep cost, long machine life and satisfactory
service. Use only lubricants specified in this section.
Apply them at the intervals and according to the
instructions in this chapter.
Engine Lubrication Oil
Cummins Engine recommends the use of multigrade
oils in their engines, using the following requirements:
1.
Use of 15W40 or 20W40 in temperatures above

14 F (-10 C).
2.
Use of 10W30 in temperatures below 14 F (-10

C).
3.
The lubricant shall meet the performance

requirements shown in service classifications
CC/CD (equivalent to MIL-L-45199B).
4.
A maximum sulfated ash content of 1.85% by

weight. Refer to the Cummins engine operators
manual for further information.
NOTICE
WARNING!
DANGER!
DCAL-058
02 Fuels
The quality of fuel oil used for high speed diesel
engine operation is a very important factor in obtaining
satisfactory engine performance, long engine life and
acceptable exhaust.
Fuel oil should be kept clean and free of
contamination. Storage tanks should be inspected
regularly for dirt, water or water emulsion sludge and
cleaned if contaminated. Storage instability of the fuel
can lead to the formation of varnish or sludge in the
tank. To keep the fuel system in its most efficient
condition, keep all dirt, water and other foreign matter
out of the fuel and avoid storing fuel for a long period
of time.
Refer to the engine manual for further information and
specifications.
4-3
Commander II
HYDRAULIC OIL CONVERSION CHART

AMOCO
AMOCO AW 46
RYKON OIL #46
ARCO *
ARCO DURO AW 46
CHEVRON
EP HYD OIL 46
CITIES SERVICE
PACEMAKER XD46
MOBIL
DTE 25
PHILLIPS
MAGNUS A OIL 46
SHELL
TELLUS 46
STANDARD OIL (OHIO)
INDUSTRON 48
CONOCO
SUPER HYD OIL 46
WARNING!
A DEFECTIVE EMERGENCY STOP SYSTEM MAY

CAUSE SEVERE INJURY OR DEATH. DO NOT
OPERATE THE MACHINE WITH AN INOPERATIVE
EMERGENCY STOP SYSTEM. CHECK THE
EMERGENCY STOP SYSTEM FOR PROPER
WORKING ORDER BEFORE BEGINNING PAVING
OPERATIONS.
TEXACO
RANDO OIL HD 46
GULF
HARMONY 46AW
SUN
SUNVIS 747
SUNVIS 821 WR
EXXON
NUTO 46
04 Ten Hour or Daily Service
UNION 76
UNAX AW 46
KENDALL
047 EP
* GOMACO Standard Oil
M-D-999-007
Hydraulic oil chart
Hydraulic Oil
Check E-stop light

033-3236
GOMACO recommends any anti-wear hydraulic oil

with an I.S.O. viscosity rating of 215 at 100 F (37.8
C) such as Arco Duro AW-46, which is installed in the
machine at the factory. The oil is non-foaming and
has anti-wear additives in it. Refer to the chart for
equivalent oils.
Gear Case Oils
Use SAE 90 gear oil with EP additives in the various
gear drives unless otherwise instructed. Use of other
types of oils will not give satisfactory service and may
result in eventual damage.
Check the operation of each emergency stop button

every day before beginning operation. Make certain
that all emergency stop buttons are pulled out and that
the check E-stop light on the panel is out. Depress
each emergency stop button, one at a time.
Depressing any one emergency stop button should
cause the check E-stop light to illuminate. If the check
E-stop light does not illuminate after depressing any
certain emergency stop button, check the system for
faults and correct before operating the machine.
Grease
Use any multipurpose lithium soap grease for all
grease fittings. Application of grease as instructed in
this chapter will provide proper lubrication and will
keep contamination out of bearings.
Notice: Use only high grade lubricants which have
been stored in clean containers. Wipe away all
grease and dirt before removing filler caps or
plugs. Wipe grease fittings clean before
lubricating.
Check engine oil level
033-3125
4-4
Commander II
Check engine crankcase oil level with the bayonet
gauge. Do not operate the engine with oil level below
the bottom mark. Check the oil level ten minutes after
stopping the engine. If the oil level is low, add the
proper grade of oil through the oil fill opening until the
oil level is to the full mark on the bayonet gauge.
Check hydraulic fluid level

033-3126
Grease auger bearings (sidewalk form)

001-2012
Grease the bearings on each end of the slipform mold

cross auger (if so equipped) until resistance is felt
against the grease gun handle (1 or 2 pumps). Do not
over grease as seal damage could result.
Check the hydraulic oil level by observing the oil level

in the reservoir sight glass. Oil level should be to the
full mark with the oil cold. Do not operate the machine
when oil is not visible in the sight glass. Fill to the full
mark with the proper grade of hydraulic oil. Oil needs
to be changed only if contaminated.
Check air filter restriction indicator

033-3198
Clean engine compartment

001-2167
Check and clean the engine compartment, radiator

core and oil cooler core if necessary. The engine
compartment should be cleaned by blowing it out with
compressed air or by washing it out with a pressure
washer (maximum pressure 100 psi; 6.9 bar). Allow
the engine to cool before washing the compartment.
The radiator and oil cooler cores can also be cleaned
with compressed air or a pressure washer (maximum
pressure 100 psi; 6.9 bar). The cores should be
cleaned from the outside to the inside.
Check the air filter restriction indicator. If the red line

is in the window, the air filter element must be
replaced. Refer to the air filter service section for
replacement instructions. To reset the restriction
indicator, push in on the button on the bottom of the
indicator and release it.
4-5
Commander II
DANGER!
TO PREVENT SERIOUS INJURY, OR DEATH, KEEP

HANDS, FEET AND CLOTHING CLEAR OF
ROTATING TRIMMERWHEEL. IT IS
RECOMMENDED TO HAVE SOMEONE AT THE
OPERATORS STATION TO STOP THE
TRIMMERWHEEL IN CASE OF EMERGENCY.
With the engine idling and the trimmer wheel rotating
slowly, inject grease into the fitting next to the drive
motor, until grease is expelled from around the large
trimmerhead gearbox mounting flange seal
(approximately 20 pumps). It is recommended that a
multipurpose, high temperature grease be used in this
location.
Fill fuel tank

033-3127
WARNING!
Note: Under dry, dusty or sandy conditions, it is

recommended to grease the fitting next to the
drive motor more frequently (2 or 4 times a day).
DIESEL FUEL IS FLAMMABLE. WHEN REFUELING

THE MACHINE, STOP THE ENGINE. DO NOT
SMOKE WITHIN 50 FT. (15 M) OF THE MACHINE.
DO NOT ALLOW ANY HOT OR BURNING
MATERIALS NEAR THE FUEL FILL LOCATION.
SEVERE BURNS MAY OCCUR IF THE FUEL WERE
TO IGNITE.
Refill the fuel tank at the end of each day with clean,
fresh fuel. Keeping the fuel tank full, reduces
condensation to a minimum.
Check engine coolant level

001-2017
Grease trimmer gearbox
WARNING!
IF NECESSARY TO ADD COOLANT TO THE

SYSTEM WHEN THE ENGINE IS HOT AND/OR HAS
OVERHEATED, USE CARE TO AVOID BEING
SCALDED. ALLOW THE ENGINE TO COOL
BEFORE REMOVING THE RADIATOR CAP.
PLACE A RAG OVER THE RADIATOR CAP AND
TURN IT SLOWLY TO THE FIRST STOP, WHICH
ALLOWS STEAM TO ESCAPE THROUGH THE
OVERFLOW TUBE.
033-3264
Check the coolant level in the engine radiator. Open

the access door to reach the radiator cap. The coolant
level should be no more than 1 in. (25 mm) down from
the bottom of the filler neck. See the appropriate
engine manual for further coolant system instructions.
4-6
Commander II
Clean water pump inlet screen

033-3233
If the flow from the wash nozzle slows down, it may be

necessary to remove the filter from the inlet side of the
pump and clean it. Remove the retainer nut and
remove the filter. Wash the filter in water and blow
dry. Inspect the filter and replace it if damaged. Insert
the clean filter into the opening and replace the
retainer nut.
Drain water pump and lines

001-2505
CAUTION!
SEVERE DAMAGE WILL RESULT TO THE PUMP IF

IT IS ALLOWED TO FREEZE. BE CERTAIN TO
COMPLETELY DRAIN IT IN FREEZING WEATHER.
IF THE PUMP IS TO REMAIN IN FREEZING
WEATHER, RUN A SMALL AMOUNT OF
ANTIFREEZE THROUGH IT FOR PROTECTION.
Remove the inlet and outlet lines from the pump and
allow all water to drain from the pump and hoses. It is
recommended to remove the water pump from the
machine and store it in a warm place.
Drain the water tank

033-3182
If the machine is to be used in an area that freezing

temperatures will be encountered, open the drain plug
in the bottom of the tank and drain all water.
Check gearcase oil level
033-3181
Remove the filler plug in the top of the gearcase and

check the oil level with the bayonet gauge. If the oil
level is low, add 30 weight engine oil through the oil fill
opening until the oil level is to the full mark on the
bayonet gauge. The oil needs to be changed
whenever it is contaminated.
05 Fifty Hour or Weekly Service
Perform all ten hour lubrication and periodic services.
4-7
Commander II
WARNING!
TO PREVENT SERIOUS INJURY, DO NOT

ATTEMPT TO GREASE THE BEARINGS ON THE
CONVEYOR WITH THE CONVEYOR OPERATING.
STOP THE CONVEYOR AND STOP THE ENGINE
BEFORE GREASING.
Grease the conveyor drive pulley (upper end) bearing,
on the side opposite of the drive motor, until resistance
is felt against the grease gun handle (1 or 2 pumps).
Do not over grease as seal damage could result.
Grease trimmer discharge bearing
001-2007
DANGER!
TO PREVENT SERIOUS INJURY, OR DEATH, DO

NOT ATTEMPT TO GREASE THE BEARING ON
THE DISCHARGE END OF THE TRIMMERWHEEL
WITH THE WHEEL ROTATING. STOP THE WHEEL
AND SHUT OFF THE ENGINE BEFORE GREASING.
With the trimmerwheel stopped, grease the bearing on
the auger shaft end of the trimmerhead until resistance
is felt against the grease gun handle (1 or 2 pumps).
Do not over grease as seal damage could result.
Note: Under dry, dusty or sandy conditions, it
may be necessary to grease the trimmer auger
shaft bearing more frequently.
Grease conveyor idler pulley bearings

033-3191
Grease bearings on each side of the conveyor idler

pulley (lower end) until resistance is felt against the
grease gun handle (1 or 2 pumps). Do not over grease
as seal damage could result.
Adjust auger drive chain (sidewalk)

001-2029
Grease conveyor bearings

033-3034
4-8
Commander II
WARNING!
TO PREVENT SERIOUS INJURY, DO NOT

ATTEMPT TO GREASE THE BEARINGS ON THE
AUGER OR ADJUST THE CHAIN TENSION WITH
THE AUGER OPERATING. CONTACT WITH
MOVING CHAIN OR SPROCKETS CAN CAUSE
SERIOUS INJURY. KEEP HANDS, FEET AND
LOOSE CLOTHING AWAY FROM MOVING PARTS
TO PREVENT SEVERE INJURY. DO NOT
OPERATE THE SLIPFORM MOLD AUGER WITH
THE ACCESS COVER REMOVED. STOP THE
AUGER AND SHUT OFF THE ENGINE BEFORE
GREASING OR ADJUSTING THE CHAIN.
Check the tension of the auger drive chain by
removing the access cover from the side of the form.
Adjust the chain tension by loosening the motor mount
bolts and turning the nut on the adjustment bolt.
Proper tension is with approximately 1/4 in. (6 mm)
deflection between the sprockets. Tighten all
mounting bolts securely. Lubricate the chain with a
graphite chain lubricant.
Grease yoke pins

033-3221
Grease the track pivot yoke pins until grease is

expelled from between the guide tube and the yoke.
Check track drive gearbox oil level

071-0025
!
Grease track center pivot pin
033-3171
Grease the center pivot pin on the left track until

grease is expelled from either end of the pin (5 to 6
pumps).
WARNING!
MOVING TRACKS CAN CAUSE SERIOUS INJURY.

BE CERTAIN THAT NO ONE IS NEAR THE
TRACKS BEFORE MOVING THE MACHINE. KEEP
HANDS, FEET AND LOOSE CLOTHING AWAY
FROM MOVING PARTS.
Check the gear oil level in the track drive gearboxes.
Rotate the box until the fill/drain plug is on the top.
Remove the check plug from the center of the
gearbox. Gear oil should flow from the opening. If
not, add EP-90 gear oil until it begins to flow from the
check plug opening.
Note: If hydraulic oil flows from the check plug
hole, suspect that the shaft seal on the hydraulic
drive motor has failed. It will be necessary to
remove the drive motor and replace the seal.
4-9
Commander II
Check the gear oil level in the conveyor drive gearbox.
Gear oil should flow from the check opening when the
plug is removed. If not, add EP-90 gear oil through the
top fill plug opening, until it begins to flow from the
check plug opening.
Note: If hydraulic oil flows from the check plug
hole, suspect that the shaft seal on the hydraulic
drive motor has failed. It will be necessary to
remove the drive motor and replace the seal.
Check pump drive gearbox oil level

033-3176
Check the gear oil level in the pump drive gearbox on

the rear of the engine. Gear oil should be visible in the
sight gauge. If not, add EP-90 through the filler hole
on top of the gearbox until oil is visible in the sight
gauge.
Note: If the gear oil level is above the top of the
sight gauge, or oil is being expelled from the
breather, suspect that the shaft seal on one of the
hydraulic pumps has failed. It will be necessary to
remove one, or possibly all, of the pumps to find
and replace the defective seal.
Conveyor drive gearbox check plug
WARNING!
CAUTION!
BATTERIES CONTAIN SULFURIC ACID AND

NORMALLY PRODUCE EXPLOSIVE GASES
WHICH CAN CAUSE SERIOUS INJURY.
THEREFORE, DO NOT ALLOW FLAMES OR
SPARKS TO COME NEAR THE BATTERY. WHEN
CHARGING OR WORKING NEAR A BATTERY,
ALWAYS SHIELD YOUR FACE AND PROTECT
YOUR EYES. IN CASE OF ACID CONTACT WITH
SKIN OR EYES, FLUSH IMMEDIATELY WITH
WATER FOR A MINIMUM OF 15 MINUTES AND
GET PROMPT MEDICAL ATTENTION. IF ACID IS
SWALLOWED, CALL A PHYSICIAN IMMEDIATELY.
Check the level of the electrolyte (acid and water
solution) in each of the cells of the battery. Use
distilled water or any clean water that is fit to drink and
does not have a high mineral content to fill the cells to
the bottom of the filler necks.
360030
Check battery electrolyte level

001-2018
Note: Do not add water in freezing weather

unless the engine is to be ran two or three hours,
or the battery is to be charged for a minimum of
one hour, to thoroughly mix the water and
electrolyte.
KEEP HANDS, FEET, TOOLS AND CLOTHING

AWAY FROM MOVING CONVEYOR BELT AND
ROLLERS. SERIOUS INJURY OR DEATH MAY
RESULT IF ENTANGLED.
4-10
Commander II
Adjust idler pulley for belt alignment

033-3191a
Check alternator and fan belts

001-2075
WARNING!
DO NOT ATTEMPT TO CHECK THE BELTS WITH

THE ENGINE RUNNING. SEVERE INJURY WILL
OCCUR IF CAUGHT IN MOVING BELTS.
Check the belts for any sign of wear. Replace belts
that are cracked or frayed Refer to the engine manual
for further instructions.
To align the belt, start the engine and allow it to run at

1000 rpm. Move the conveyor directional control valve
to the forward position and allow the belt to rotate.
Observe the belt to see which side it is running to.
Turn the idler pulley adjuster nut, in small increments,
on the side the belt is running to. Allow the belt to
rotate five or six complete revolutions before making
more adjustments to allow time for belt to center itself.
Secure adjuster nut with jam nut.
Note: If belt will not stay properly aligned, check
troughing rollers for squareness to frame and
adjust if necessary.
Adjust conveyor belt tension

033-3199
WARNING!
Replace belt wiper
KEEP HANDS, FEET, TOOLS AND CLOTHING

AWAY FROM MOVING CONVEYOR BELT AND
ROLLERS. SERIOUS INJURY OR DEATH MAY
RESULT IF ENTANGLED.
Check the conveyor belt tension and alignment. If the
belt tension is insufficient (apparent by drive pulley
slippage), tighten the belt by adjusting the position of
the drive pulley evenly on both sides.
033-3212
Inspect the belt wipers on the underside of the

conveyor just inside of the discharge hopper. If the
wipers are damaged or are worn out, they will need to
be replaced. Release the spring tension on the wiper
assembly. Remove the lock nut and the retainer plate
on each wiper assembly. Remove and replace the
wipers. Reinstall the retainer plates and the locking
nuts, and tighten securely. Tension the wipers against
the conveyor belt until there is enough tension to wipe
the belt clean.
Note: The belt wiper must be thoroughly cleaned
at the end of each day to maintain its'
effectiveness.
4-11
Commander II
Adjust trimmer wheel height
Tooth marks in grade
001-2030
001-2032
DANGER!
DANGER!


The trimmer wheel is properly adjusted when the teeth

are 1/4 in. to 3/8 in. (6 to 10 mm) below the cutting
edge of the moldboard.
The trimmer wheel can also be adjusted during

trimming operations by observing the finished grade
behind the machine. When trimming, teeth marks
should be slightly visible in the subgrade. If teeth are
set more than 3/8 in. (10 mm) below the moldboard,
excessive loose material will be left on the subgrade.
If the teeth are set above the moldboard, increased
tractive pressure will result as well as a poorly finished
subgrade. If the teeth are set above the moldboard, it
can cause the machine to kick sideways, creating
steering problems. Trimmer wheel adjustment must
be made to compensate for tooth wear. Adjust the
trimmer wheel height as previously described.
One way to adjust the trimmer wheel is to position the

machine on a flat, level, concrete or asphalt surface.
Place a 6 in. x 6 in. x 3/8 in. (150 mm x 150 mm x 10
mm) steel plate under each end of the trimmerhead
moldboard. Lower the machine until the moldboard
rests on the plate. Make certain the machine frame is
parallel to the surface it is setting on. Allow the engine
to run at the lowest speed and move the trimmerhead
control valve to the forward position.
If the trimmerwheel teeth do not strike the surface, it
will be necessary to adjust the trimmerwheel down.
Place the trimmerhead control valve in the neutral
position and stop the engine. Slightly loosen the cap
screws securing the guide plates at each end of the
trimmerhead. Adjust the trimmer wheel up or down
with the adjusting bolts until the teeth lightly strike the
concrete or asphalt surface. Tighten all cap screws
and setscrews securely.
Replace trimmer teeth

001-2035
4-12
Commander II
DANGER!

CERTAIN THAT THE ENGINE IS STOPPED
BEFORE WORKING ON THE TRIMMERWHEEL. IT
IS RECOMMENDED TO REMOVE THE KEY FROM
THE IGNITION SWITCH TO KEEP THE ENGINE
FROM BEING ACCIDENTALLY STARTED. WEAR
EYE PROTECTION WHEN REMOVING AND
REPLACING THE TEETH.
If the carbide tip breaks off of the tooth, it will allow the
remaining portion to wear off rapidly. It will be
necessary to replace the tooth to prevent the holder
from wearing also. Stop the engine. Place a punch
against the rear of the tooth shank and drive it out from
the rear. Set a new tooth in place in the holder and
place the special driver tool (GOMACO part # GT80119) over the tip. Tap the new tooth into place. Be
certain the flat area on the shank of the tooth is on the
same side as the flat area on the holder before driving
the tooth in place.
Grease conveyor pivot mount

033-3175
Grease the conveyor pivot mount until grease is

expelled from the top of the pivot mount weldment.
06 150 Hour
Perform all 10 and 50 hour lubrication and periodic
services.
Check tension of wear pads

033-3041
Grease hold-down trolley

033-3143
Grease each of the trolley wheels on the hold down

assembly until grease is expelled from between the
shaft and the wheel.
Check the individual wear pads on all elevation legs

for excessive wear and replace as necessary. If the
wear pad is damaged or metal to metal contact is
possible, the wear pad must be replaced. If the inner
leg tube of an elevation leg has excessive movement
inside the outer support tube, it will be necessary to
tension the individual wear pads to remove the
excessive movement. Loosen the locking nut and
tighten each set screw using a torque wrench to a
torque setting of 50 inch pounds (5.6 Nm). Do not
over tension the wear pads. Excessive wear pad
tension produces too much friction and prevents the
elevation leg from moving up or down.
4-13
Commander II
07 250 Hour Service
Fill engine with oil

033-3213a
Drain engine oil

001-2039
WARNING!
USE CARE WHEN REMOVING THE DRAIN PLUG

TO PREVENT CONTACT WITH THE HOT OIL. HOT
OIL CAN CAUSE SEVERE BURNS.
Change the engine oil by removing the drain plug from
the end of the drain line, extending from the engine
crankcase, and allowing the oil to drain into a
container. The oil should be drained at the end of a
work day while it is still warm. This will allow the oil to
drain faster and all contamination suspended in the oil
will drain with it.
Replace the drain plug and refill the engine with the
proper grade of oil in accordance with the instructions
given in the lubricating oil specification section of the
appropriate engine manual. Start the engine and
inspect the oil filter canister for leaks.
08 500 Hour Service
Perform all 10, 50, 150 and 250 hour lubrication and
periodic services.
Replace fuel filters

033-3213b
Replace oil filter

001-2041
Remove the engine oil filter element and discard the

oil filter and the oil properly. Make certain that all of
the old gasket is removed and clean any dirt from the
filter base. When installing the new engine oil filter,
coat the gasket with a light coat of engine oil. Fill the
filter with clean engine oil and install it. Hand tighten
the filter element 3/4 turn after the gasket contacts the
base.
Remove the engine fuel filter elements as well as the

in-line fuel filter and discard the fuel filters properly.
Make certain that all of the old gasket is removed and
clean any dirt from the filter bases. Fill the new
elements with clean fuel and reinstall them. Tighten
the filter elements 3/4 of a turn after the gasket
contacts the base. Refer to the Cummins Diesel
Engine Manual for further fuel system service.
4-14
Commander II
Replace lift suction filter

033-3192
Change the lift suction filter. Unscrew the element and

discard. Be certain the old o-ring is removed and new
one is in place. Fill a new element (part #110-10B01)
with clean hydraulic oil and screw it into place. Turn
element 3/4 to 1 turn after the o-ring seal makes
contact with the filter base.
Manual fuel pump

033-3226b
A manual fuel pump is available if the fuel filters are

not changed properly. Follow the instructions in the
appropriate engine manual for bleeding air from the
fuel system.
Notice: Do not use a paper filter element in the lift

suction line as it will greatly restrict the oil supply
to the lift pump. Use only a 100 wire mesh filter
element.
Drain water from fuel filter

033-3213c
Note: Drain the water from the bottom of the front

fuel filter at least once a week. Turn the drain plug
out approximately 2 turns and allow a small
amount of fuel and any water to drain. Tighten the
drain fitting securely. Refer to the Cummins
engine manual for further instructions.
Remove filter canister drain plug

033-3149a
To replace the main hydraulic filter element, remove

the door on the backside of the control console. The
oil in the filter canister should be drained by removing
the plug at the bottom of the canister.
Notice: The in-line fuel filter may require servicing

more often depending upon fuel quality and
working conditions.
09 600 Hour or Annual Service
Perform all 10 hour, 50 hour, 150 hour and 300 hour
lubrication and periodic services.
4-15
Commander II
High pressure lift filter element

001-2059
Main hydraulic filter assembly
Note: The high pressure lift filter element should

be replaced after the first 50 hours of operation
and then annually, or whenever the filter pressure
indicator on the filter head is popped up with the
hydraulic oil at operating temperature.
033-3150a
Remove the four bolts in the filter canister head to

allow the canister to be removed. Remove the two
filters and separate them, saving the coupler that is
between them. The old filters should be discarded and
the coupler placed between the two new filters (part
#110-10A88). Install the new filters with the hole of
the filter assembly at the top of the canister. Replace
the canister in its original position. Replace and
tighten the four bolts and be certain the drain plug is
closed tight.
Note: The main filter element should initially be
replaced after the first 50 hours of operation. The
main filter element should also be replaced when
the filter pressure indicator is in the red with the
hydraulic oil at operating temperature.
Remove sump filter access cover

033-3152
Remove and clean the sump filters. Drain the

hydraulic oil level down as previously described.
Remove the access cover from the rear of the surge
tank. Reach down into the tank and unscrew the
sump filters and remove them. Remove all gasket
material from the sump tank opening and from the
access cover.
Replace high pressure lift filter

033-3173
Replace the high pressure lift filter. Unscrew the filter

canister from the base and discard the old filter
element properly. Clean the inside of the filter canister
thoroughly. Install a new filter element in the canister
and replace the assembly. Tighten the canister
securely.
4-16
Commander II
Note: It is recommended that a hydraulic oil
sample should be taken at least once a year to
check for contamination. Send the sample to an
accredited laboratory for testing. It may be
necessary to take samples more than once a year
for better accuracy in testing.
Remove sump filters

001-2063
After the filter elements are removed, wash the

elements in clean solvent or diesel fuel. Blow the
elements dry and reinstall the filters. Hand tighten the
elements only. Replace the access cover gasket (part
#GT62-194) and reinstall the cover. Replace the
rubber seal washers (part #420-30A96) on the cover
cap screws if damaged. Replace the hydraulic oil
which was drained from the system if no other filters
are to be replaced.
Change oil in torque hub gearbox

071-0025
Note: The sump filters should be cleaned any

time that the main filter elements are replaced.
The sump filters need to be replaced only if
damaged.
WARNING!
MOVING TRACKS CAN CAUSE SERIOUS INJURY.

BE CERTAIN THAT NO ONE IS NEAR THE TRACK
BEFORE MOVING IT. KEEP HANDS, FEET AND
LOOSE CLOTHING AWAY FROM MOVING PARTS.
Drain the gear oil from the track drive gearboxes and
discard the oil properly. Refill with clean new EP-90
gear oil. To drain the oil, rotate the fill plug to the
bottom.
Hydraulic oil drain plugs

033-3243
The hydraulic oil needs to be changed only if it is

contaminated. The oil is contaminated when the main
filters need frequent changing, or when water or diesel
fuel has gotten into the system. To drain, remove the
drain plugs from the bottom of each tank (4 locations).
Wash the magnetic drain plugs off and place sealer on
the threads before replacing the plugs. Discard the
hydraulic oil properly. Refill the hydraulic system with
the proper hydraulic oil.
Change oil in pump drive gearbox

033-3177
Drain the gear oil from the pump drive gearbox on the
rear of the engine and discard the oil properly. Refill
4-17
Commander II
with clean new EP-90 gear oil. To drain, remove the
drain plug located in the bottom of the gearbox.
Check oil level in track idler

001-2067
Conveyor drive gearbox drain plug

360030
Drain the gear oil from the conveyor drive gearbox and
refill with clean new EP-90 gear oil.
Check the oil level of the front track idler roller. Rotate
the front idler roller until the check plug is to the front
and in the horizontal position and remove the plug. Oil
should flow from the check opening. If not, inject EP90 gear oil into the roller with a pump type oil can until
oil flows from the check opening. Replace the plug.
Do the front idler on all tracks the same.
Note: The conveyor drive gear oil should be

changed after the first 50 hours of operation.
Note: The check plug requires a 6 mm hex

wrench to remove it.
Notice: Some track idler rollers may be equipped
with a sealed bearing.
10 Servicing Air Cleaner
Check oil level in track rollers

001-2066
Check the oil level of the lower track idler rollers.

Remove the rock guard from the outside of the track
assembly. Rotate the rollers until the check plug is in
the horizontal position and remove the plug. Oil
should flow from the check opening. If not, inject EP90 gear oil into the roller with a pump type oil can until
the oil flows from the check opening. Replace the
plug. Do all the rollers the same on each track.
Remove the air filter

033-3135
Note: The check plugs require a 6 mm hex

wrench to remove them.
Notice: Some track idler rollers may be equipped
with a sealed bearing.
To remove the air cleaner filter element, remove the

access cover from the engine console (if so equipped).
Loosen the clamp ring screw and remove the air
cleaner cover. Remove the filter retaining screw and
pull the element from the filter canister. When
servicing the air cleaner, check all connections from
4-18
Commander II
the air cleaner to the engine. Connections should be
air tight at all times.
not use the element if the gasket is damaged. Wipe

out the inside of the air cleaner shell before installing
the element. Install the element and secure with the
wing nut and the seal washer. Install the dust collector
cap with the rubber unloading valve down and tighten
the clamp ring screw finger tight. Install the engine
console access cover (if so equipped).
When the element must be serviced in the field, pat

the side of the element gently near the end with the
palm of the hand while rotating the element. Do not
tap the element against a hard surface as this may
dent or rupture the element.
11 Battery Service
Clean element with air

Batteries
001-2069
The element may be cleaned with compressed air by

using an air nozzle and blowing air through the
element from the inside to the outside. Do not blow air
from the outside to the inside. Keep the nozzle at
least 1 in. (25 mm) from the pleated paper. Maximum
air pressure to use to prevent damage to the element
is 30 psi (207 kPa). Do not remove the plastic fin
assembly. Blowing the element out with compressed
air will remove dust from beneath the fin assembly.
001-2073
WARNING!
BATTERIES CONTAIN SULFURIC ACID AND

NORMALLY PRODUCE EXPLOSIVE GASES
WHICH CAN CAUSE SERIOUS INJURY.
THEREFORE, DO NOT ALLOW FLAMES OR
SPARKS TO COME NEAR THE BATTERY(S).
WHEN CHARGING OR WORKING NEAR A
BATTERY, ALWAYS SHIELD YOUR FACE AND
PROTECT YOUR EYES. IN CASE OF ACID
CONTACT WITH SKIN OR EYES, FLUSH
IMMEDIATELY WITH WATER FOR A MINIMUM OF
15 MINUTES AND GET PROMPT MEDICAL
ATTENTION. IF ACID IS SWALLOWED, CALL A
PHYSICIAN IMMEDIATELY.
The paver electrical system is a 12 volt negative
ground system. Refer to the specification chapter for
battery size. Keep sparks and flames away from the
battery as electrolyte gas is highly flammable. The
battery is located under the access door below the
operators seat. When replacing the battery, discard
the old battery properly.
Inspect filter element with light

001-2070
To inspect the air filter element, place a bright light

inside of the element and slowly rotate the element. If
any holes or ruptures are discovered, replace the
element. The filter element should be replaced after
being cleaned six times or annually, whichever comes
first. Inspect the gasket on the end of the element. Do
4-19
Commander II
Be sure to keep the battery filled and fully charged
during cold weather to keep it from freezing. Freezing
weather has little affect on a fully charged battery.
WARNING!
DO NOT ATTACH THE END OF THE NEGATIVE (-)

CABLE OPPOSITE THE BOOSTER BATTERY TO
THE NEGATIVE (-) POST OF THE DEAD BATTERY.
A SPARK COULD OCCUR AND CAUSE AN
EXPLOSION OF GASES NORMALLY PRESENT
AROUND THE BATTERY.
Badly pitted battery terminal
When connecting a booster battery, if necessary for

cold weather starting, connect one end of the first
jumper cable to the positive (+) terminal of the dead
battery and the other end to the positive (+) terminal of
the booster battery. Connect one end of the second
jumper cable to the negative (-) terminal of the booster
battery and the other end to the frame of the machine
with the dead battery.
052-0226
CAUTION!
WHEN SERVICING THE ELECTRICAL SYSTEM OR

WELDING ON THE MACHINE, ALWAYS
DISCONNECT THE GROUND STRAP FROM THE
BATTERY(S) TO PREVENT DAMAGE TO THE
MACHINE ELECTRICAL SYSTEMS.
12 Alternator, Regulator and Starter Service
Before connecting the battery, make certain all

electrical switches and accessories are turned off. Be
certain that the terminals and battery posts are
thoroughly cleaned and that the battery cable
terminals are tight, as dirty or loose connections can
create high electrical resistance and permit arcing,
which will quickly burn and pit terminals and posts.
Note: The electrical system is a negative ground
system. Connect the starter cable to the positive
(+) post of the battery. Connect the ground cable
to the negative (-) post of the battery. It is
advisable to disconnect the negative cable first
and connect it last. Reversed polarity can damage
the electrical system.
Alternator
Use a battery hydrometer to check the specific gravity

of the electrolyte in each battery cell. A fully charged
battery will have a specific gravity of 1.260. Charge
the battery if the reading is below 1.215.
Keep the battery clean by washing it off whenever dirt
build up is excessive. If corrosion is present around
terminal connections, remove them and wash with
ammonia solution or a solution consisting of 1/4 lb.
(0.11 kg) baking soda added to one quart of warm
water. Make certain the vent caps are tight to prevent
solution from entering the cells. After cleaning, pour
clean water over the battery and surrounding area to
wash the solution away. Check vent cap breather
openings to make sure they are open.
001-2075
The alternator supplies electrical current for charging

the battery and ample electrical power to the electronic
controls. The built-in regulator in the alternator
controls the voltage output. If for any reason the wires
must be disconnected from the alternator, mark them
so that they can be reconnected properly. Use the
following precautions to prevent damage to the
alternator and/or regulator:
1.
An alternator is never to be polarized. Never

ground any alternator terminals or circuits.
2.
Always disconnect the battery before disconnecting or connecting the alternator. Never
disconnect the alternator with it operating. Be
4-20
Commander II
certain the wiring is properly connected before
connecting the battery.
3.
access plug to gain access to the adjustment

screw.
Always connect a booster battery in the proper

polarity. Negative to negative and positive to
positive.
2. Turn the servo centering screw on the proper

servo valve until the corresponding cylinder stops
moving in one direction and begins to move in the
opposite direction. Mark the position of the
adjusting hex wrench on the servo valve.
3.
Turn the servo centering screw back the opposite direction until the cylinder begins to move in
the original direction. Mark the position of the
adjusting hex wrench on the servo valve. Turn
the centering screw to the center position
between the two marks.
14 Adjusting Pressures
Starter
033-3187
The starter is used to crank the engine. If for any

reason the wires must be disconnected from the
starter, mark them so that they can be reconnected
properly.
13 Adjusting Servo Valves
Trimmer relief valve (without emergency stop)

033-3159
Adjust servo pilot valves

033-3154a
The grade servo pilot valves need only be adjusted if

the grade cylinders slowly creep up or down with the
engine running and the system in the manual mode.
The steering servo pilot valves need only be adjusted
if the tracks slowly drift left or right with the system in
the manual mode. The hydraulic oil should be at
operating temperature before adjusting the servos.
Proceed as follows:
Trimmer relief valve (with emergency stop)

033-3225
1. Place the circuit to be adjusted in the manual

mode. Run the engine at 1500 rpm. Remove the
4-21
Commander II
Trimmerhead Pressure
CAUTION!
Conveyor Pressure
DO NOT STALL A SYSTEM WITH AN UNKNOWN

RELIEF PRESSURE SETTING. IF THE PRESSURE
SETTING IS TOO HIGH, SERIOUS MACHINE
DAMAGE MAY OCCUR. WHEN CHECKING A
RELIEF PRESSURE SETTING, TURN THE
ADJUSTMENT SCREW OUT 3 OR 4 TURNS
BEFORE STALLING THE SYSTEM.
To adjust the trimmerhead pressure, disconnect the
trimmer drive motor hoses at the bulkhead quick
couplers. It is recommended to turn the pressure
adjustment screw on the relief valve out 3 or 4 turns
before checking the pressure. Start the engine, run it
at 1000 rpm and depress the emergency stop reset (if
so equipped). Slowly move the trimmerhead control
valve towards the forward position and note the
increasing pressure on the corresponding pressure
gauge. If the pressure continues to increase above
2500 psi (172 bar), immediately move the control valve
back to the center position. Turn the pressure relief
adjustment screw out an additional 3 or 4 turns and
recheck. If the pressure does not increase above
2500 psi (172 bar), engage the valve the maximum
amount and increase the engine speed to maximum.
If adjustment is necessary, locate the trimmerhead
relief valve on the engine console. Remove the acorn
nut (if present) and loosen the jam nut. Turn the
adjusting screw in to increase pressure or out to
decrease pressure. Tighten the jam nut and replace
the acorn nut (if so equipped).
Note: Be certain to replace the aluminum seal
washer between the acorn nut and the jam nut if
so equipped.
Conveyor relief (withemergency stop)

033-3263
CAUTION!

To adjust the pressure of the conveyor, uncouple the
appropriate quick couplers. It is recommended to turn
the pressure adjustment screw on the appropriate
relief valve out 3 or 4 turns before checking the
pressure. Start the engine, run it at 1000 rpm and
depress the emergency stop reset switch (if so
equipped). Slowly move the conveyor directional
control valve towards the forward position. Note the
increasing pressure on the pressure gauge. If the
pressure continues to increase above 2150 psi (148
bar), immediately move the control valve back to the
center position. Turn the pressure relief adjustment
screw out an additional 3 or 4 turns and recheck. If
the pressure does not increase above 2150 psi (148
bar), engage the valve the maximum amount and
increase the engine speed to maximum. If adjustment
is necessary, locate the appropriate relief valve on the
engine console. Remove the acorn nut (if present) and
loosen the jam nut. Turn the adjusting screw in to
increase pressure or out to decrease pressure.
Tighten jam nut and replace the acorn nut (if so
equipped).
4-22
Commander II
so equipped.
Tractive Pressure
engine and remove the filler cap on the hydraulic

reservoir to release air pressure. Remove the relief
cartridge from the tractive system and interchange it
with the cartridge from the conveyor system. Adjust
the cartridge from the tractive system in the conveyor
system as necessary.
A second method to use when setting the tractive
pressure, is by turning the adjustment screws on the
counterbalance valves out 4 or 5 turns (increase
pressure). Place the travel directional control valves in
the neutral position and the auxiliary travel/vibrator
valve in the vibrator position. Start the engine, run it
at 1000 rpm and depress the emergency stop reset
switch (if so equipped). Rotate the variable speed
lever in the increase direction to the maximum
position. Note the increasing tractive pressure on the
proper gauges. If the pressure continues to increase
above 2350 psi (162 bar), immediately rotate the
variable speed lever in the decrease off position.
Turn the pressure relief adjustment screws on the
counterbalance valves out an additional 3 or 4 turns
and recheck. If the pressure does not increase above
2350 psi (162 bar), increase the engine speed to
maximum. If adjustment is necessary to adjust the
pressure to 2350 psi (162 bar), remove the acorn nut
(if present) from the adjusting screw and loosen the
jam nut. Turn the adjusting screw in to increase
pressure, or out to decrease pressure. Tighten the
jam nut and replace the acorn nut (if so equipped).
Swapping track and conveyor relief cartridges

033-3160
After the main pressure has been adjusted, readjust

the counterbalance valve pressure as described later.
Note: If the main pressure cannot be increased
sufficiently, turn the counterbalance valve adjuster
screws out 3 or 4 turns more.
Track relief (with emergency stop)

033-3254
CAUTION!

One way to adjust the tractive pressure is to swap the
tractive relief cartridge with the conveyor relief
cartridge. Adjust the conveyor relief cartridge to 2350
psi (162 bar) as described previously. Shut off the
Adjust counterbalance valves

033-3214
4-23
Commander II
Counterbalance Valve Pressure
To adjust the track counterbalance valves, place both
travel directional control valves in the "neutral" (center)
position. Place the auxiliary travel/vibrator selector
valve in the "vibrator position. Place the network
control system in "standby" by depressing the run/
standby switch. Start the engine, run it at 1000 rpm
and depress the emergency stop reset switch (if so
equipped). Rotate the variable speed lever in the
increase direction to the maximum position. Note the
increasing tractive pressure on the left and right track
pressure gauges. The pressure gauge for the left
track should read 650 pis (44.8 bar), and the gauge for
the right track should read 700 psi (48.3 bar). If the
pressure continues to increase above 700 psi (48.3
bar) for either track, immediately move the variable
speed control lever to the off position. Turn the
counterbalance valve adjustment screws in an
additional 3 or 4 turns and recheck. If the pressure
does not increase above 700 psi (48.3 bar), increase
the engine speed to maximum. If adjustment is
necessary, loosen the jam nut and turn the adjusting
screw out to increase pressure, or in to decrease
pressure. Tighten the jam nut securely.
Vibrator Pressure
Adjust main vibrator pressure

001-2084
Vibrator relief (with emergency stop)

033-3253
CAUTION!

To adjust the main vibrator relief, turn the relief valve
on the vibrator variable manifold in, 3 to 4 turns.
Disconnect one vibrator or loop hose. Start the
engine, run it at 1000 rpm and depress the emergency
stop reset switch (if so equipped). It is recommended
to turn the pressure adjustment screw on the main
vibrator relief valve out 3 or 4 turns before checking
the pressure. Place the vibrator override switch in the
off position. Turn the circuit selector gauge to the
vibrator position. Rotate the variable control valve
that corresponds to the disconnected circuit to the full
increase position (full counterclockwise). Rotate the
variable travel control valve in the increase direction
a small amount to break contact with the micro switch
button and note the increasing pressure on the
corresponding pressure gauge. If the pressure
continues to increase above 2150 psi (148 bar),
immediately move the variable control lever to the off
position, depressing the micro switch button. Turn the
pressure relief adjustment screw on the main vibrator
relief out an additional 3 or 4 turns and recheck. If the
pressure does not increase above 2150 psi (148 bar)
with the micro switch button released, increase the
engine speed to maximum. If adjustment is necessary
to increase the pressure to 2150 psi (148 bar), loosen
the jam nut on the main relief valve adjusting screw.
4-24
Commander II
Turn the adjusting screw in to increase, or out to
decrease the pressure. Tighten the jam nut and install
the acorn nut (if so equipped).
so equipped.
reading should be 1600 psi (11040 kPa). If adjustment

is necessary, turn the adjuster on the pump in to
increase or out to decrease pressure.
15 Calibrating the Slope Sensor
The slope sensor should be checked for proper
adjustment in relation to the machine frame at least
once a year. Prior to storing a new null (center
position) point, the machine frame should be leveled
from side to side.
Adjust vibrator variable relief

033-3161
To adjust the vibrator variable relief, first adjust the

main relief as described previously. Using the same
procedure, adjust the variable relief by turning the
adjusting screw in to increase pressure or out to
decrease pressure until the pressure is at 1850 psi
(128 bar). Tighten the jam nut securely.
Level the machine frame

033-3165
To level the machine frame, place a level on the front

cross frame in front of the operator station. Use the
jog switch for the right elevation to raise or lower the
right leg until the machine frame is level. Stop the
engine, but leave the ignition switch on.
R:
SLOPE SET = 0.00%
Forward
STEER DISABLE
033-3350
Slope setpoint at 0.00%

033-3350
To center the slope sensor(s), set the slope command

to 0.00%.
press STORE to null
Adjust lift pressure

033-3151
Lift Pressure
360310
To adjust the lift pressure, run the engine at 2100 rpm

(maximum). Place the servo lock switch in the on
position. Place the hold-down and holdover control
valves in the neutral or center position. Observe the
pressure reading on the lift pressure gauge. The
Slope sensor centering signal

360310
Depress and release the SET switch under the service

panel. The main control module display will indicate
on the upper line ADJUST REFERENCE (NULL)
4-25
Commander II
while the lower line will indicate select via A/M
switches. To select a slope control loop, depress the
A/M switch on the appropriate control loop. The main
control module display will indicate on the upper line
the position and type of sensor, the current voltage
value and the previous null setting of the sensor. The
lower line will indicate press STORE to null and an
arrow symbol will appear if the sensor is not within the
null limits of 0.07 volts. If an arrow symbol does not
appear on the lower line of the main control module
display, depress the STORE switch under the service
panel to store the new null point.
press STORE to null
033-3351
Slope sensor in battery box

033-3168
If an arrow symbol pointing up or down appears, it

indicates that the current voltage reading is outside the
null limits and the arrow indicates whether the current
voltage should be raised or lowered to be within the
null limits. Loosen the sensor mounting screws and
rotate the sensor as necessary to move the current
voltage within 0.07 volts of 2.50 volts. Tighten the
mounting screws securely. Depress the STORE
switch under the service panel. The current voltage
and null voltage readings should now be the same.
Note: The new null voltage cannot be recorded
until the sensor voltage is within the null limit
voltage range and the arrow indicator has
disappeared from the main panel display.
4-26
Commander II
CHAPTER V TROUBLESHOOTING
This chapter gives procedures to follow in the event of
a machine failure. Determine which system is at fault
and refer to the corresponding section for
troubleshooting procedures.
02 Troubleshooting the Engine
For troubleshooting procedures on the engine, refer to
the appropriate engine manual, or contact your
nearest Detroit Diesel or Cummins engine dealer.
03 Troubleshooting the Hydraulic Reservoir
System
Hydraulic Reservoir
High pressure
Return oil
Dump or Drain
Charge pressure
Hydraulic
oil cooler
Pressure Tank
Lift suction
filter
Main hydraulic
filter
Servo manifold
High pressure
lift filter
Main relief
manifold
Conveyor pump
Front
Reservoir
Lift pump
Vibrator variable
control manifold
Main pump
Vibrator main
relief
Sump filters
Sump Tank
Reservoir
The hydraulic reservoirs are contained within the

Commander II main frame structure. Beginning at the
tank on the left rear side, the oil flow is routed through
the various main hydraulic pumps. From the pumps,
CII-001
the oil is forced into the various circuits that power the
machine functions. Each circuit contains an individual
main relief set to bypass at a specific pressure. If a
circuit were to stall, causing the corresponding relief
5-1
Commander II
valve to open, the bypassed oil is routed back to the
pressure tank. The opening of one relief valve in no
way affects the operation of the other valves. From
the relief manifold, the oil is routed out to the various
circuits. The return oil from these circuits is then
dumped back into the pressure tank on the right side
of the machine. The right tank is a sealed tank. The
oil must flow through the main hydraulic filter to exit
the tank. The amount of pressure in the pressure tank
will depend on the amount of pressure required to
force the hydraulic oil through the main filter. This
pressure is indicated on the filter pressure gauge. If
the pressure reaches 25 psi (1.7 bar), the filter relief
valve will open, allowing unfiltered oil to be dumped
into the system. From the main filter, the oil flows
through the front tank and into the left tank to the sump
filters, where the cycle is repeated (the hydraulic tank
after the main filter is referred to as the reservoir, or
low pressure tank). The right tank is internally baffled
to keep all the oil flowing to eliminate dead spots and
to keep the oil in contact with the outer edges of the
tank to aid in dissipating heat. The hydraulic oil
reservoir capacity is 85 U.S. gallons (323 L).
2.
Symptom
Symptom
High main filter pressure.
Oil flowing from breather cap.
Corrective Measures
Corrective measures
1.
Clogged filter. Remove and replace the main

filter element as instructed in the Maintenance
chapter.
2.
Contaminated oil. If the filter must be replaced

frequently, the oil may need to be changed. If
water or diesel fuel has gotten in to the hydraulic
oil, it must be changed. Refer to the
Maintenance chapter for oil changing
instructions.
The hydraulic reservoir oil level is too high. The oil

level should be at the full mark on the sight gauge, or 8
inches (200 mm) down from the top of the filler neck,
with the oil cold.
3.
Cold oil. If the hydraulic oil is extremely cold, it

may cause high pressure. Allow the oil to warm
up and recheck pressure.
Loose connection suction connections

033-3173
3.
Loose connections between the pump and

hydraulic reservoir. Tighten all fittings and hose
clamps. It may be necessary to remove the pipe
fittings and couplings and reseal the threads.
Symptom
Hydraulic oil overheats.
Corrective measures
1.
Symptom
Main pump cavitates.
Corrective measures
1.
Sump filters clogged. Remove and clean the

filters following the instructions given in the
Maintenance chapter.
Low hydraulic oil level. Add the proper hydraulic

oil to bring the level up to the full mark, with the
oil cold. If a sight gauge is not present, add oil
until it is 8 inches (200 mm) down from the top of
the filler neck.
5-2
Air flow through the hydraulic oil cooler

restricted. Clean the fins of the oil cooler.
Check fan belt tension. If the air flow through
the oil cooler is restricted, the engine coolant
temperature will also increase.
Commander II
In-line check valve

033-3161a
2.
The in-line check valve between the oil cooler

and the trimmer control valve is stuck open,
allowing the hydraulic oil to pass directly to the
pressure tank, instead of passing through the
cooler. To check, remove both hoses from the
tee fitting on top of the check valve and
connect them together. Plug the open end of
the tee. If the oil temperature is now corrected,
the check valve is defective and must be
replaced.
Note: This procedure is only possible on early
model machines equipped with an external check
valve.
3.
Relief valve open. If a hydraulic system is

constantly stalling out, causing a relief valve to
open under high pressure, excessive heat is
generated. Reduce the load on the system to
keep it from stalling. If a circuit is not being
used, be certain the control valve is in the off
(neutral) position, or the loop hoses are
attached.
4.
Excessive loading with high ambient (outside)

temperature. Reduce the work load on all
systems if the ambient temperature is excessive.
5-3
Commander II
04 Conveyor Hydraulic Diagnostics
Conveyor Hydraulic System
One-way
Check
Valve
Pressure
Return
Tank
Case Drain
Suction
To Reservoir
Conveyor
Drive
Motor
Quick Couplers
Emergency stop
relief manifold
set at 2150 psi
(148 bar)
Emergency stop
return manifold
Conveyor
Pump
Sump
Tank
To Pressure Tank
Conveyor
Control
Valve
Return to
Trimmer Valve
Outlet
See Trimmer Hydraulic
The oil flow for the conveyor circuit begins at the cam
driven pump, which delivers 13 gpm (49 lpm) at 2250
rpm. The oil for the cam pump is supplied from the
pressure tank. From the pump the oil is routed
through the solenoid controlled emergency stop relief
manifold past a relief valve set to bypass at 2150 psi
(148 bar).
Machines equipped with an emergency stop system
will route oil through the vented relief valve and back
to the pressure tank. Energizing the emergency stop
solenoid valve will close the pilot line to the vented
relief valve causing the relief to close, routing oil to the
control valve.
With the valve in the off (center) position, the oil is
routed through the valve where it is combined with the
trimmer hydraulic return oil before going through the oil
cooler and back to the pressure tank.
As the valve is moved in the forward direction, the oil
flow is routed out a work port through a set of
Conveyor
Pressure
Gauge
033-3352
bulkhead mounted quick couplers and into one of the

inlet ports on the conveyor drive motor, causing it to
turn. As the motor shaft turns, the conveyor belt will
move, bringing material up the conveyor to charge the
slipform mold hopper. Return oil from the motor flows
out the opposite motor port through the bulkhead quick
couplers to the control valve work port. The oil is
routed through the valve to the outlet port, and back to
the pressure tank.
The current motor is equipped with a case drain line
which returns internal motor leakage to the reservoir
through a one-way check valve.
A line tapped into the inlet port of the control valve is
connected to the pressure gauge, through which the
system pressure is checked.
When the control valve is moved in the reverse
direction, the oil flow through the valve work ports and
the conveyor drive motor is reversed, which causes
the conveyor belt to travel in reverse. The more the
5-4
Commander II
control valve is moved from off, towards forward or
reverse, the faster the conveyor belt will travel.
the belt edge. Check with a framing square and

replace or repair the belt or splice as needed.
Symptom
Symptom
Conveyor belt will not travel. Normal pressure

indicated.
Conveyor stalls at low pressure.

Corrective measures
Corrective measures
1.
Main relief valve not maintaining 2150 psi (148

bar) relief pressure. Refer to the Maintenance
chapter for instructions on how to adjust the
pressure.
2.
1.
Hydraulic drive motor allowing oil to leak past

the rotor internally, relieving system pressure.
Disconnect both drive motor hoses at the quick
couplers. Activate the control valve with the
engine running. If the proper pressure is
indicated on the pressure gauge, the motor is
Insufficient belt tension, allowing the drive pulley

to slip. Adjust the belt tension as instructed in
the Maintenance chapter.
Motor shaft
2.
Key in the motor drive shaft is defective.

Remove the conveyor drive motor and inspect
the motor shaft and key. Replace as necessary.
It will first be necessary to loosen the conveyor
belt tension as the drive pulley is supported by
the motor bearings on the motor side.
Symptom
Symptom
Conveyor belt will not remain trained (centered).
Conveyor runs slower than normal. Stalls at proper

pressure.
Corrective measures
Corrective measures
A defective pump can cause the conveyor to run
slower, but stall at the proper pressure. The pump
output should be checked with a flow meter if
available. A good indication of a defective pump is to
compare relief pressure to engine speed. To check,
disconnect the conveyor drive hoses at the quick
couplers. Engage the control valve with the engine
operating at maximum speed and note the indicated
pressure. Gradually reduce the engine speed. A
damaged pump will not maintain relief pressure as
engine speed decreases; pressure will drop rapidly. A
good pump will maintain approximately the same
pressure as the engine speed decreases.
Symptom
Concrete build up
033-3278
1.
Concrete build up on drive or idler pulleys, or on

troughing or return rollers. Inspect and clean as
necessary.
2.
Troughing rollers, return rollers, or drive pulley

out of alignment. Rollers and drive pulley must
be at a 90 degree angle to the conveyor frame.
To adjust, place a framing square against the
rollers or pulley and adjust as necessary.
3.
Conveyor stalls at high pressure.

Corrective measures
1.
Faulty belt splice. Check belt splice for

straightness. Splice should be at a 90 angle to
5-5
Conveyor belt stuck. Inspect drive and idler

pulleys for concrete build up, or other debris and
clean as necessary.
Commander II
Check quick couplers

033-3070
2.
Quick couplers not fully connected, or defective.

If both are fully connected, disconnect them and
check for debris. Check for a defective quick
coupler by bypassing the coupler using a pipe
coupling, or a different set of quick couplers.
Note: A defective or disconnected quick coupler
may cause the motor shaft seal to rupture. If shaft
seal leakage is evident, repair or replace the
motor.
3.
Drive motor is frozen. Remove the cap screws

securing the motor in the drive pulley and
withdraw the motor. Apply pressure to the
motor. If it will not turn, repair or replace it as
necessary. It will first be necessary to loosen
the conveyor belt tension as the drive pulley is
supported by the motor bearings on the motor
side.
5-6
Commander II
05 Troubleshooting the Trimmerhead System
Trimmer Hydraulic System

Pressure
Return
Dump or Tank
Suction
From Conveyor
Valve
To
Tank
Trimmer
Pressure
Gauge
142 psi
One-Way
Check Valve
To
Tank
Hydraulic
Oil Cooler
and Radiator
Control
Valve
Dump
Manifold
To
Tank
From Conveyor
Emergency Stop
Relief Manifold
Emergency Stop
Relief Manifold
set at 2350 psi
Sequence
Valve
To
Tank
Trimmer Drive
Motor
Gear Pump
Front Stage
37 gpm (140 lpm)
at 2250 rpm
To
Tank
5 psi
One-Way
Check Valve
033-3355.eps
The oil flow for the trimmerhead circuit begins at the

front stage of the main pump, which delivers 37 gpm
(140 lpm) at 2250 rpm. From the pump the oil is
routed through the solenoid controlled emergency stop
relief manifold past a relief valve set to bypass at 2350
psi (162 bar).
through the emergency stop manifold when the

emergency stop system is activated.

control valve.
If the control valve is moved to the forward position,

the inlet oil is routed through a valve work port to a set
of quick couplers and into one of the trimmer drive
motor ports. As the oil flows through the trimmer
motor, it causes the motor shaft to turn, in a forward
direction. Return oil from the trimmer drive motor
flows through the opposite quick couplers to the
opposite work port of the control valve and is routed to
the valve outlet.
As the oil exits the emergency stop relief manifold, it is

routed to the inlet of the sequence valve. When inlet
pressure overcomes the opposing force of the
sequence valve spring, the valve opens permitting flow
from the outlet port. The sequence valve is set at
approximately 300 psi. A dump line will bleed off any
case pressure in the sequence manifold. The
sequence valve acts as a safety valve to force all oil
When the control valve is in the off (center) position,

the inlet oil is routed directly through the valve to the
outlet port.
When the control valve is moved to the reverse

position, oil flows through the valve work ports and the
trimmer drive motor is reversed, causing the trimmer
wheel to turn in the reverse direction. Normal trimming
pressure is 500 to 2100 psi (34.5 to 145 bar).
5-7
Commander II
From the outlet of the control valve, the oil is routed
past an in-line one-way check valve to the inlet of the
hydraulic oil cooler, which is located in front of the
engine. As the oil flows through the oil cooler, heat is
transferred from it to the atmosphere. The cooled oil
then flows out the outlet of the oil cooler back into the
pressure tank. The trimmerhead and conveyor return
oil is routed through the oil cooler, regardless of the
control valve position.
The purpose of the cooler in-line check valve is to
protect the oil cooler from extreme pressure during
cold weather operation. If the pressure required to
force the hydraulic oil through the oil cooler exceeds
142 psi (9.8 bar), the check valve will open and dump
the oil directly back to the pressure tank. As the
hydraulic oil warms and the pressure drops below 142
psi (9.8 bar), the check valve closes, routing the oil
through the cooler.
The trimmerhead gearbox is lubricated by internal
leakage from the drive motor draining into the gearbox
(no shaft seal on motor). When the gearbox is filled,
excess oil is drained out through a case drain line.
The oil passes through a 5 psi (0.34 bar) one-way
check valve and back into the reservoir tank. The
one-way check valve is used to retain the hydraulic oil
in the reservoir if the line is disconnected.
Symptom
Trimmer wheel, tracks, conveyor and vibrators do not
operate.
Corrective measures
1.
2.
Emergency stop button is depressed. Check the

emergency stop reset light. If illuminated, locate
and pull the depressed button out and depress
the reset switch on the console.
Defective emergency stop system. Refer to
Emergency Stop Diagnostics for more
information.
2.
KEEP HANDS, FEET AND CLOTHING CLEAR OF

ROTATING TRIMMER WHEEL TO PREVENT
SEVERE PERSONAL INJURY, OR DEATH.
Symptom
Trimmer wheel runs slower than normal. Stalls at
proper pressure.
Corrective measures
A defective pump can cause the trimmer wheel to run
slower and stall at the proper pressure. The pump
compare relief pressure to engine speed. To check,
disconnect the trimmer drive hoses at the quick
couplers. Engage the control valve with the engine
operating at maximum speed and note the indicated
pressure. Gradually reduce the engine speed. A
damaged pump will not maintain relief pressure as
engine speed decreases; pressure will drop rapidly. A
good pump will maintain approximately the same
pressure as the engine speed decreases. Replace the
pump if defective.
Symptom
Trimmer wheel stalls at high pressure.
Corrective measures
1.
Trimming an excessive amount at a high rate of

travel. Reduce the amount being trimmed and/
or reduce the travel speed.
2.
Trimmer teeth worn or missing creating

excessive trimmer wheel drag. Replace the
teeth as instructed in the Maintenance chapter.
Corrective measures
1.
DANGER!
Symptom
Trimmer wheel stalls at low pressure.
Hydraulic motor allowing oil to leak past rotor

internally, relieving system pressure. To check
for excessive internal wear, disconnect the case
drain line. With the trimmer wheel rotating freely
at maximum speed, oil draining from the case
drain line should not exceed 1/2 gpm (1.9 lpm).
If the amount of drain oil is excessive, replace
the motor.
Main relief valve not maintaining 2350 psi (162

bar) relief pressure. Refer to the Maintenance
chapter for instructions on how to adjust
pressure.
5-8
Commander II
DANGER!
SEVERE INJURY OR DEATH CAN OCCUR IF

PERSONNEL ARE CAUGHT IN THE TRIMMER
WHEEL DURING OPERATION. STOP THE ENGINE
BEFORE REMOVING DEBRIS.
3.
Debris lodged between the trimmer wheel and

shroud. Inspect the area between the wheel
and shroud or end plates for debris and clean as
necessary.
4.
Quick couplers not fully connected or defective.

If both are fully connected, disconnect and
check for debris. Check for a defective quick
coupler by switching the suspect coupler with
one known to be good.
5.
Drive motor is frozen. Remove the motor from

the gearbox and apply pressure. Repair or
replace the motor if it will not turn.
6.
Damaged gearbox. When a gearbox is

internally damaged it becomes noisy before it
stops functioning. Remove the gearbox from the
trimmer wheel and examine the internal gears
and bearings. Repair or replace the gearbox if
damage is evident. Refer to the GT17-019
gearbox repair manual for more information.
Symptom
Oil leak at gearbox.
Corrective measures
Remove the gearbox and replace the ruptured seal.
Before replacing the gearbox, inspect the one way
check valve located in the case drain line. A defective
check valve can cause excessive pressure in the
gearbox, rupturing the seal. Check the case drain line
from the gearbox to the hydraulic tank to be certain
that it is not restricting the free flow of oil to the tank.
Replace the hydraulic line if damaged.
Note: Do not install quick couplers in the case
drain line. Excessive back pressure may cause
the gearbox seal to rupture.
5-9
Commander II
06 Troubleshooting the Tractive System
Track Hydraulic Circuit

Variable Speed
Control Valve
Pressure
Return
Regulated
Dump or Tank
Suction
Static Flow
To Tank
To Tank
From Auxiliary
Travel/Vibrator
Valve
Emergency Stop
Relief and Solenoid
set at 2150 psi
(148 Bar)
Gear Pump
17 gpm (64 lpm)
at 2250 rpm
Left Track
Drive Motor
Two-Stage
Flow Divider
Left Track
Control Valve
Servo Valves
To Tank
Right Track
Control Valve
Left Track
Pressure
Gauge
Two Speed
Solenoid
Valve
Right Track
Pressure
Gauge
To Tank
Right Track
Drive Motor
To Left Track Tension

To Right Track Tension
Lift
Pressure
Manifold
033-3354.eps
The oil flow for the tractive circuit begins at the rear
stage of the main pump, which delivers 17 gpm (64
lpm) at 2250 rpm. From the pump the oil is routed
through the solenoid controlled emergency stop relief
manifold past a relief valve set to bypass at 2150 psi
(148 bar).
As the valve handle is moved in the increase

direction, a regulated amount of oil is routed out the
work port of the valve to the inlet of the two stage flow
divider. The gear type flow divider divides the
incoming oil into two equal parts. From the output
ports of the flow divider, the oil flows to the inlet of the
directional control valves. The explanation for the left
or right track drive is the same.
Note: See following drawing for two-speed drive

motor operation.
With the control valve in the neutral (center) position

the oil is routed through the valve to the outlet port and
the counterbalance valve. See the explanation for the
counterbalance valve operation following the next
paragraphs.

inlet of the variable travel control valve.
A line from the vibrator/auxiliary travel selector valve is
also connected to the inlet port of the variable travel
control valve. With the valve in the off (decrease)
position, the oil is routed through the valve to the outlet
port and back to the pressure tank.
When the control valve is moved to the forward

position, the incoming oil is routed out one of the work
ports on the valve into one of the ports on the track
drive motor causing the shaft to rotate. As the motor
shaft turns the gearbox, the track is driven in a forward
5-10
Commander II
direction. Oil from the opposite motor port is routed
back to the control valve and out the outlet port.
into one track, causing it to move. The servo valve

draws its oil from the lift pump and has a maximum
flow of 5 gpm (19 lpm).
When the control valve is moved to the reverse

position, the oil flow to the track drive motor is
reversed, causing the track to move in the reserve
direction. Normal track operating pressure is from 700
to 1800 psi (48 to 124 bar).
Counterbalance Valve Description
From the outlet of each control valve, the oil is routed
to the corresponding counterbalance valve. The
counterbalance valve maintains a constant minimum
back pressure of 650 psi (45 bar) against the left track
drive motor and 700 psi (48.3 bar) against the right
track drive motor to aid in turning the machine and to
prevent free wheeling down embankments or off of
trailers. A pilot line is connected between the inlet of
the control valve and the counterbalance valve. The
pressure in this line controls the opening and closing
of the counterbalance valve. When the pilot line
pressure is below the minimum pressure required, the
counterbalance valve closes, blocking the return flow
of oil from the track drive motor to the pressure tank.
As the pressure increases in the system, the pilot line
senses this pressure increase and directs it to the
counterbalance valve. When the pressure increases
above the minimum setting, the counterbalance valve
opens to allow oil to flow to the pressure tank. A
pressure gauge connected to the pilot line will monitor
the amount of system pressure operating the valve.
The pressure indicated will be approximately the same
as the pressure required to turn the tracks.
Steer Servo Description
A line from each side of the flow divider is connected
to the work ports on the steering servo valve. When
the servo valve is in the centered position, both work
ports are blocked, causing the machine to travel
straight.
When a steering correction is called for the servo valve
spool shifts. Oil from one track drive system is allowed
to bleed off to the reservoir tank, while oil is injected
into the opposite side. This causes one track to slow
and the opposite track to increase speed. The more
the servo valve spool is shifted, the faster the machine
will turn. When the machine travel is stopped and the
micro switch button is depressed, the electrical signal
to the servo valve is blocked and the servo valve
returns to the center position. If the automated
steering control system were calling for a correction
when the machine was stopped and the oil flow to the
servo valve were not blocked, oil would be injected
5-11
Commander II
Track Hydraulic Circuit
with Two-Speed Circuit
Variable Speed
Control Valve
Pressure
Return
Regulated
Dump or Tank
Suction
Static Flow
To Tank
To Tank
From Auxiliary
Travel/Vibrator
Valve
Emergency Stop
Relief and Solenoid
set at 2150 psi
(148 Bar)
Gear Pump
17 gpm (64 lpm)
at 2250 rpm
Left Track
Drive Motor
Two-Stage
Flow Divider
Left Track
Control Valve
Servo Valves
To Tank
Right Track
Control Valve
Left Track
Pressure
Gauge
Two Speed
Solenoid
Valve
Right Track
Pressure
Gauge
To Tank
Dump
Manifold
To
Tank
Right Track
Drive Motor
To Left Track Tension
To Right Track Tension
033-3353.eps
Lift
Pressure
Manifold
Symptom
Track Two-Speed Description
Track chain frequently breaks or comes off of sprocket

or idler.
The two-speed motor circuit consists of a 3-way

2-position solenoid valve and a 4-way 2-position spool
valve in the drive motor. The lift hydraulic system
provides pressure oil to the lift pressure manifold
which is connected to the two-speed solenoid valve.
Corrective measures
1.
When the solenoid valve is de-energized, the pressure

line from the lift system is blocked and the line
between the drive motor and the solenoid valve is
connected to the drain line at the solenoid valve which
returns to the hydraulic reservoir. The spool valve in
the motor is spring loaded to route the hydraulic fluid in
parallel through the motor power elements for low
speed high torque operation.
Debris in track chain. Clean track chain

thoroughly and check the links for hardened
concrete.
2.
Incorrect chain tension. Refer to the

Maintenance chapter for instructions on the
proper adjustment of the track chain.
3.
Incorrect alignment of the front idler sprocket or

rear drive sprocket. Add or subtract shims to the
yoke on Berco Series One tracks until the idler
roller is parallel to the track chain. Check and
tighten the track drive gearbox mounting bolts
and setscrews.
When the two-speed solenoid valve is energized,

pressure oil is routed to the spool valve in the drive
motor causing it to shift against the spring tension.
The hydraulic oil is routed in series through the motor
power elements for high speed low torque operation.
5-12
Commander II
Symptom
Symptom
Both tracks stall with low pressure indicated.
Machine drifts left or right; will not properly turn a

radius or one track stalls.
Corrective measures
Corrective measures
Main relief valve not maintaining 2150 psi (148 bar)
relief pressure. Refer to the Maintenance chapter for
instructions on how to adjust pressure.
1.
Servo valve out of center. Refer to the

Maintenance chapter for centering instructions.
Symptom
2.
Counterbalance valve stuck or damaged

causing high, or low, back pressure against one
track circuit. Refer to the Maintenance chapter
for instructions on how to check the
counterbalance valves. If a counterbalance
valve is thought to be defective, swap it with the
valve from the opposite side. If the problem
transfers, replace the counterbalance valve
cartridge.
3.
Defective flow divider. To check, swap the

hoses on the flow divider. If the problem
transfers, the flow divider is defective and must
be repaired or replaced.
4.
Defective track drive motor. To check, swap the

track drive motors from side to side. If the
problem transfers, the motor is defective and
must be repaired or replaced.
5.
Defective track drive gearbox. If after swapping

the motors, and the hoses on the flow divider,
the problem remains on the same track, suspect
the track drive gearbox. Remove the gearbox
and disassemble it. Inspect the gears and
bearings and replace as necessary.
Tracks runs slower than normal, but stall at correct

pressure.
Corrective measures
A defective pump can cause the tracks to run slower,
but stall at the proper relief pressure. The pump
compare relief pressure to engine speed. To check
the flow, or the pressure drop, disconnect the line
between the travel variable control valve and the flow
divider. Connect the inlet line from the flow meter to
the valve to check the flow, or plug the fitting to the
check the pressure drop. Move the variable in the
increase direction the maximum amount with the
engine at maximum speed. To check the pressure
drop, note the indicated pressure and then gradually
reduce the engine speed. A damaged pump will not
maintain relief pressure; pressure will drop rapidly as
engine speed is decreased. A good pump will
maintain approximately the same pressure regardless
of engine speed. Repair or replace the pump if found
to be defective.
Symptom
Symptom
Both tracks stall with high pressure indicated.
One track continues to move when the machine is

stopped.
Corrective measures
1.
Inspect the tracks for excessive tension, or a

build up of debris in the chain. Clean the chain
as necessary, or adjust the track tension as
described in the Maintenance chapter.
2.
Defective flow divider. If the flow divider is

defective or stuck, high pressure will be
indicated on the tractive pressure gauge, but will
not be indicated on the counterbalance valve
gauges. Repair or replace the flow divider as
necessary.
5-13
Commander II
Corrective measures
system, the problem is in the electrical system. Refer

to Troubleshooting the Steering Control Electrical
System. If the system will not respond with the
override lever, the problem is in the hydraulic system.
The possible hydraulic problems are as follows:
1.
Low lift pressure. Refer to Troubleshooting the

Grade Hydraulic System (section 12) for
procedures to follow.
2.
Micro switch button depressed. Move the travel

variable control valve lever in the increase
direction to break contact with the micro switch.
3.
Steering override switch in the on position.

Place the switch in the auto position. (Early
production machines).
(Fig. 1x18/6200-513)
Defective micro switch
4.
1.
2.
With the machine stopped and the micro switch

depressed, move the sensor wand. If track
rotation is evident, the signal to the servo valve
has not been shut off. Make certain that the
micro switch button is fully depressed. Replace
the micro switch if necessary.
Steering override switch defective. Connect the

two wires on the back of the switch together. If
the system now works properly, the switch is
defective and must be replaced. (Early
production machines).
5.
033-3183c
Solenoid valve coil defective. Check for 12 volts

to the coil with the override switch in the auto
position, the micro switch button released and
the ignition switch on. If 12 volts are available,
remove the coil from the valve shaft. Insert a
metal object into the center of the coil. The coil
should attract the metal object. If not, the coil is
defective and must be replaced. The coil can be
checked with an ohms meter. Check for 8 ohms
of resistance between the two leads to the coil
(wires disconnected). Replace the coil if the
resistance is more or less (Early production
machines).
If the sensor wand is centered and the deviation

meter indicates a centered position, but one
track continues to move when the machine is
stopped, suspect that the servo valve is out of
center. Adjust the centering of the servo valve
as described in the maintenance chapter.
Symptom
Steering injection system will not work.
Corrective measures
To check the operation of the steering injection
system, place the steering override switch in the auto
position on earlier production machines. Place both
travel directional control valves in the forward
position and move the variable travel control valve
lever in the increase direction just enough to break
contact with the micro switch button, but not enough to
move the machine. Place the run-standby switch in
the standby position. Depress the left jog switch.
The right track should begin to move. Depress the
right jog switch. The left track should begin to move.
If the systems do not respond as described, isolate the
problem, hydraulic versus electrical. If the system will
not respond to the jog switch, check the system
operation by pushing the override lever on the servo
valve. If the system will respond to the override
(Fig. 1x18/6200-514)
6.
5-14
Solenoid valve stuck or not functioning.

Remove the coil from the valve, then remove the
valve from the servo manifold (use a 1-1/8 inch
deep socket to remove the valve). Wash the
valve in clean solvent or diesel fuel. Inspect the
o-rings and replace as necessary. Attempt to
depress the internal plunger in the end of the
valve. If the plunger cannot be depressed, or if
it sticks open when released, replace the valve.
If the plunger operates freely, reinstall the valve
and coil and check the operation. If the system
still will not operate, the valve is defective and
must be replaced (Early production machines).
Commander II
Symptom
Machine will not move in auxiliary travel
Corrective measures
Vibrator on-off system not functioning properly. Place
the vibrator/auxiliary travel selector valve in the
vibrator position. If the machine now moves, the
problem is in the vibrator on-off system. Refer to
Troubleshooting the Vibrator System (section 07 or 08)
for procedures to follow.
5-15
Commander II
07 Troubleshooting the Vibrator System
Vibrator Hydraulic System
Emergency Stop
Relief Manifold
Relief set at 2150 psi
Auxiliary Travel
Vibrator Selector
Valve
To
Track
Circuit
To
Tank
Pressure
Gauge
To
Tank
Vibrator Variable
Control Manifold
Relief set at 1850 psi
Gear Pump
Front Stage
22.5 gpm (85 lpm)
at 2250 rpm
Pressure
Return
Dump or Tank
Suction
Static Flow
Vibrator
033-3356.eps
The oil flow for the vibrator system begins at the center
stage of the main pump which delivers 22.5 gpm (85
lpm) at 2250 rpm. From the pump the oil is routed to
the vibrator-auxiliary travel selector valve. Teed into
this line is an emergency stop relief valve manifold set
to bypass at 2150 psi (148 bar). The relief valve is
necessary to protect the pump from pressure spikes
when the selector valve position is changed.
With the selector valve shifted to the auxiliary travel
position (valve in), oil is routed out a work port to the
inlet of the travel variable control valve, resulting in
increased travel speed. When the selector is set to
the vibrator position (valve out), the oil flows out a
work port to the inlet of the vibrator variable manifold.
With the vibrator variables all in the off position,
pressure begins to build in the system. This pressure
increase is directed against one end of the pressure
differential spool (through a small orifice), causing it to
shift against spring tension to an unload position. The
oil from the pump is dumped back to tank at
approximately 75 psi (6 bar).
When a vibrator variable is rotated in the increase

direction, pressure begins to increase between the
variable and the attached vibrator. This pressure
increase is directed against the spring loaded end of
the pressure differential spool (through a small orifice)
causing it to shift in the direction of the spring tension.
As the valve spool shifts, it begins to block off the free
flow of the oil back to the tank causing the pressure in
the system to increase sufficiently to operate the
vibrator at the preset speed. The unused oil is
returned to the tank at a pressure approximately 75 psi
(5.2 bar) higher than the pressure required to operate
the vibrator. If the vibrator variable is rotated more in
the increase direction, or another vibrator is turned on,
there is a pressure drop in the system. This causes
the pressure differential spool to shift to block the flow
of oil to tank, increasing the pressure sufficiently to
operate the vibrator at a higher speed or to operate
additional vibrators. Any unused oil will be returned to
tank. The entire vibrator system will operate at the
highest pressure required by any one of the vibrators.
5-16
Commander II
If a vibrator should stall, pressure will increase against
the pressure differential valve spool causing it to shift
to block the free flow of oil to the tank, increasing the
pressure in the system. When the pressure reaches
1750 psi (120.7 bar), the relief valve in the pilot line will
open. This will allow the pressure differential valve to
dump any unused oil (including that from the stalled
vibrator) back to the tank at approximately 1825 psi
(126 bar). All other vibrators will continue to operate at
normal speed and pressure. A flow control valve on
the output side of each variable regulates the
maximum output for each vibrator to 4 gpm (15.2 lpm).
A solenoid valve in the pilot line is used to
automatically start and stop the vibrators. When the
micro switch button is depressed, the solenoid is
energized to the open position, draining the pressure
oil from the spring loaded (pilot) side of the pressure
differential valve. This will allow the valve spool to
shift against spring tension, dumping all oil back to the
pressure tank at approximately 75 psi (5.2 bar). When
the micro switch button is released, the solenoid is deenergized to the closed position blocking the flow of oil
from the pilot port. This causes pressure to increase
on the spring loaded side of the pressure differential
valve, causing it to shift to block the flow of oil back to
the tank, forcing the vibrators to operate.
An override switch is provided for stopping the
vibrators while moving from one place to another. By
placing the switch in the on position the solenoid is
held in the energized position, preventing the vibrators
from operating, regardless of the micro switch position.
When the switch is in the off position, the starting and
stopping of the vibrators is controlled by the micro
switch.
maximum speed and raise the travel variable

control valve lever off of the micro switch button.
Note the indicated pressure on the circuit
selector gauge. Gradually reduce the engine
speed. A damaged pump will not maintain relief
pressure; pressure will drop rapidly as engine
speed is reduced. A good pump will maintain
approximately the same pressure as the engine
speed decreases. Replace or repair the pump if
found to be defective.
3.
Engine speed too low. Increase engine speed

to maximum.
4.
Vibrator relief valve pressure setting low. Check

and adjust the vibrator relief valve pressure as
described in the Maintenance chapter.
Symptom
One vibrator runs at low speed or not at all. All other
vibrators operate properly. High pressure indicated.
Corrective measures
1.
Defective vibrator. Interchange the suspected

vibrator with one known to be good. Replace or
repair the vibrator following the instructions in
the appropriate Vibrator Overhaul & Parts
Manual. Use GOMACO form number (I-075610D) for Minnich vibrators and form number
(WYCO111097C1) for Wyco vibrators.
2.
Quick couplers defective or not fully connected.

Check quick couplers by replacing with quick
couplers known to be good. Replace coupler if
defective.
Symptom
Note: If a faulty quick coupler is in the return line,

it could cause the shaft seal in the hydraulic motor
to rupture. Replace the seal if necessary.
All vibrators operate at low speed.

Corrective measures
Symptom
1.
Low main relief valve setting. Check and adjust

the main relief valve pressure as described in
the Maintenance chapter.
All vibrators will not operate. Low pressure indicated.
Defective pump stage. The pump should be

checked with a flow meter if available. Another
good indication of a defective pump is to
compare relief pressure to engine speed. To
check, disconnect all vibrators or loop hoses at
the quick couplers. Place the vibrator/auxiliary
travel selector valve in the vibrator position, the
vibrator override switch in the off position,
rotate all vibrator variable controls to the
1.
Selector valve in the auxiliary travel position.

Place the selector in the vibrator position.
2.
Vibrator variables off (fully clockwise). Rotate

the variable controls in the increase direction to
start the vibrators operating.
3.
Vibrator override switch in the on position.

Place the switch in the off position.
2.
Corrective measures
5-17
Commander II
sticks in, or is stuck in the open position, the valve is
Symptom
Vibrators will not stop.
Corrective measures
Vibrator main relief

033-3316
4. Main relief valve stuck open. Replace the main relief

valve cartridge with the relief valve cartridge from the
conveyor circuit. If the vibrators now operate, the
relief valve cartridge is defective and must be replaced.
(Fig. 1x12/6200-523)
5. Vibrator relief valve stuck in the open position.

Remove the relief valve cartridge and clean it in clean
solvent. Inspect the valve and o-rings for damage or
contamination. Replace as necessary. Using a
small screwdriver, attempt to depress the inner valve
assembly (opposite of the adjustment nut) against
spring pressure. If the valve sticks in, or is stuck in
the open position, the valve is defective and must be
replaced.
Solenoid valve not operating properly. Place the

vibrator override switch in the on position. If the
vibrators stop, the micro switch is defective and must
be replaced. If the vibrators still will not stop, remove
the coil from the valve and insert a metal object into
the center of it. The coil should attract the object when
the micro switch button is depressed, or when the
vibrator override switch is placed in the on position.
If not, suspect the coil, wiring, override switch or micro
switch. Check for 12 volts through the micro switch
terminals with the switch button depressed. If no
voltage is present, suspect a bad micro switch and
replace as necessary. If 12 volts are evident, suspect
the wiring or coil. The coil can be tested with an ohms
meter. Check for 8 ohms of resistance in the coil with
the power leads disconnected. If the resistance is
more or less than 8 ohms, replace the coil. If the coil
will attract the metal object, suspect the valve itself.
Remove, clean and inspect the valve. Reinstall the
valve and check the operation. If it still wont operate,
replace the valve.
Symptom
Vibrators operate at high (relief) pressure.
Corrective measures
Vibrator solenoid valve

002-2706
6. Solenoid valve stuck open. Remove the valve

cartridge and clean it in clean solvent. Inspect the
valve and o-rings for damage or contamination.
Replace as necessary. Using a small screwdriver,
attempt to depress the inner valve assembly (opposite
the coil end) against spring pressure. If the valve
Orifice fitting
002-2707
Orifice fitting in the vibrator variable control manifold is

plugged causing pressure to build against the pressure
5-18
Commander II
differential valve, holding it in a closed position.
Remove the small plug from the side of the vibrator
variable control manifold located between the solenoid
valve and the pressure differential valve. Measure and
note the distance from the top of the opening to the top
of the orifice fitting inside. Use a hex wrench to
remove the orifice fitting and clean thoroughly. Insert
the orifice fitting until it reaches the same depth as
previously noted. Insert and tighten the plug securely.
5-19
Commander II
08 Slipform Mold Hydraulic System Diagnostics
Drawbar Lift and Hold Down Hydraulic System

Hold Down
Cylinder
Pressure
Reducing/Relieving
Valve
To
Tank
Hold Down
Pressure Gauge
To
Tank
To
Tank
Control
Valve
Drawbar Lift
Solenoid
Valve
Drawbar
Lift Motor
Hold Over
Cylinder
Pressure
Reducing/Relieving
Valve
High
Pressure
Lift Filter
Lift Pump
12.5 gpm (47 lpm)
at 2250 rpm
To
Tank
Hold Over
Pressure Gauge
To
Tank
Lift Suction
Filter
033-3357.eps
The slipform mold hydraulic systems consist of the

drawbar lift, hold down and hold over circuits. Since
the hold over and hold down systems are similar, the
description of one system is the same for both.
Hydraulic oil for the hold down circuit is supplied by the
lift pump. With the control valve in the center (neutral)
position, the oil flow is blocked by the closed center
valve spool.
Moving the valve to the down position, directs oil
through the valve, out a work port, to the inlet of the
reducing-relieving valve. The reducing-relieving valve
reduces the incoming pressure of 1600 psi (110 bar),
down to an operator setting of between 30 and 600 psi
(2 and 41 bar). The oil is routed through the reducingrelieving valve to the piston end of the hold-down
cylinder causing it to extend. As the cylinder begins to
press down on the rear of the slipform mold, pressure
begins to build up in the line between the hold-down
cylinder and the reducing-relieving valve. When the
adjusted pressure is reached, the flow of oil to the
hold-down cylinder is halted. Oil from the rod end of

the hold-down cylinder returns through the opposite
work port of the control valve to the pressure tank. A
pressure gauge is connected to the line between the
reducing-relieving valve and the hold-down cylinder to
monitor hold-down pressure.
If the rear of the machine should move down, the
pressure in the line between the hold-down cylinder
and the reducing-relieving valve will begin to increase.
The reducing-relieving valve senses the increased
pressure and relieves the excess pressure to the
pressure tank, thus maintaining the preset pressure.
As the rear of the machine begins to raise, the
pressure in the line between the hold-down cylinder
and the reducing-relieving valve begins to decrease.
The reducing-relieving valve senses the pressure
decrease and opens to add oil to the line to maintain
the adjusted pressure.
When the control valve is moved to the up position,
oil is routed through the control valve, out a work port
5-20
Commander II
to the rod end of the hold-down cylinder, causing it to
retract. The oil from the piston end is forced back
through the reducing-relieving valve to the pressure
tank.
The drawbar lift hydraulic system consists of a
solenoid valve and drive motor. If the switch is
depressed in the up position, a solenoid coil is
energized causing the valve spool to shift routing oil to
the drive motor. Return oil is routed through the
opposite work port of the solenoid valve and returned
to the pressure tank.
Check for internal leakage

6029
2.
If the switch is depressed in the down position, the
opposite solenoid coil is energized causing the valve
spool to shift routing oil to the drive motor and turning
it in the opposite direction. Return oil is routed through
the opposite work port of the solenoid valve and
returned to the pressure tank.
Symptom
Hold down or hold over cylinder will retract, but will not
extend.
Defective hold-down cylinder. To check,

completely extend the hold-down cylinder.
Disconnect the hose from the fitting on the rod
end of the cylinder. Apply pressure to the piston
end (hold-down valve in down position). If
hydraulic fluid escapes from the open fitting on
the rod end of the cylinder, the internal piston
packing is leaking. Repair or replace the
cylinder as necessary.
Symptom
Hold-down cylinder will not raise or lower.
Corrective measures
Corrective measures
Pressure control valve set too low. Turn the control
valve knob clockwise to increase pressure enough to
extend the cylinder.
1.
Hold-down control valve in the center (neutral)

position. Move the control valve to the proper
position.
2.
Low pressure in the lift circuit. Check the

indicated pressure on the lift circuit pressure
gauge. Adjust the lift pressure to 1600 psi (110
bar) if necessary, following the instructions given
in the Maintenance chapter.
Symptom
Cannot maintain constant hold down pressure.
Corrective measures
Note: If the lift pressure is low, the grade systems

and the steering injection system will also be
affected.
Symptom
Drawbar will not raise or lower. Motor will not turn.
Corrective measures
Inspect pressure control valve
6028
1.
Hold-down pressure control valve dirty or

defective. Remove the pressure adjustment
cartridge and clean. Inspect and replace as
necessary.
1.
Drive sprocket and threaded rod are seized.

Disassemble and lubricate the threaded rod and
sprocket. Replace any damaged parts.
2.
Slipform mold is too heavy or is causing the

drawbar to jam in the drawbar guide assembly.
Check setup of slipform mold to correct any
cause for jamming. Look for visible signs of
damage and repair as necessary. Call you local
5-21
Commander II
GOMACO distributor or GOMACO for slipform
mold weight information.
3.
Drive motor is defective. Remove the drive

motor from the drawbar assembly. Operate the
drive motor. Replace the drive motor if pressure
is applied and the motor shaft does not turn.
5-22
Commander II
09 Troubleshooting Auxiliary Hydraulic Systems
Auxiliary Lift Hydraulic Systems

Pressure
Return
Tank
Suction
Telescoping
Frame
Cylinder
Hydraulic
Side Plate
Connection
To
Tank
Track
Tension
Cylinders
To
Tank
Conveyor
Lift Cylinder
High
Pressure
Lift Filter
Trimmer
Shift
Cylinder
Driveway
Cut Out
Cylinder
Lift Pump
12.5 gpm (47 lpm)
at 2250 rpm
To
Tank
To
Tank
Lift Suction
Filter
033-3359.eps
Note: Current model control valves are

assembled for low internal leakage and do not
require double acting lock valves.
The auxiliary circuits consist of the conveyor lift, right

telescoping frame, trimmer shift, track tension and
curb cutout systems. The operation of the circuits are
basically the same. The oil for the auxiliary circuits is
supplied by the lift pump.
Locking Valve Description for early model

machines
When the control valve is in the neutral (center)

position, the oil flow is blocked by the valve spool.
When the valve is moved to the extend position, the oil
flow is routed through a work port of the valve to the
piston end of the cylinder causing it to extend. As the
cylinder extends, return oil is routed through the
opposite work port of the control valve and to the tank.
When the valve is moved to the retract position, the oil
flow is routed through a work port of the valve to the
rod end of the cylinder causing it to retract. As the
cylinder retracts, return oil is routed from the opposite
work port of the control valve to the tank.
The oil forces a check valve off its seat as it passes

through the double acting lock valve (on the rear of the
control valve) and then out to one end of the
corresponding cylinder. Since a check valve in the
double acting lock valve is blocking the oil flow back to
the control valve from the opposite end of the cylinder,
pressure will begin to build between the valve and the
cylinder. This pressure increase acts against a shuttle
piston in the locking valve, which shifts, lifting the
check valve on the return side off its seat, thus
allowing the return oil to pass through the control valve
and back to the pressure tank. When the control valve
is shifted in the opposite direction, the oil flow through
the double acting check valve and the cylinder is
5-23
Commander II
reversed. The purpose of the double acting check
valve is to prevent the corresponding cylinder from
shifting, The conveyor lift system does not have a
double acting locking valve. The troubleshooting
procedures for all of the auxiliary circuits are basically
the same.
2.
Low lift pressure. Check the indicated pressure

on the lift pressure gauge. Adjust the lift
pressure to 1600 psi (110 bar) if necessary,
following the instructions given in the
Maintenance chapter. If the lift pressure is low,
the grade, steering injection, hold-down and
holdover circuits will also be affected.
Symptom
Right extend cylinder will move in one direction, but
not the other, the trimmerhead will shift in one direction
but not the other, or the curb cutter will shift in one
direction but not the other.
Corrective measures
Right leg shift clamps

033-3374
3.
Locking valve
001-0139
1.
2.
Locking valves not releasing in one direction.

Check by reversing the hoses on the rear of the
valve. If the cylinder will now move in the
opposite direction, the locking valve is defective
and must be repaired or replaced.
Symptom
Cylinder or motor will not hold position.
Corrective measures
Defective quick coupler. Inspect quick couplers

by bypassing couplers with a pipe coupling, or
with a set of couplers known to be good.
1.
Locking valve not holding. Remove the lines

from the defective valve and swap them with the
lines from a good valve. If the system that was
not holding, now holds position, the valve is
defective and must be repaired or replaced.
2.
Cylinder or motor leaking internally. If swapping

the lines as previously described does not stop
the cylinder or motor from creeping, suspect
internal leakage. Repair or replace the cylinder
or motor as necessary
Symptom
Right leg, trimmerhead or curb-cut out will not move.
Corrective measures
1.
Locking bolts tight in the bottom of the right

extend tube. This will affect the right extend
circuit only. Loosen the bolts to extend or retract
the right leg. Tighten the bolts when the right
leg is extended.
Locking valve not releasing in one direction. If

the right leg is completely extended, or
retracted, or the trimmerhead is shifted full left or
right, or the curb cutout is in or out, and the
locking valve shuttle piston is stuck, it will
appear to not release in either direction.
Reverse the hoses on the rear of the valve. If
the leg, trimmerhead, or curb cutout, will now
move in the opposite direction, the locking valve
is defective and must be repaired or replaced.
5-24
Commander II
10 Troubleshooting the Grade Hydraulic Systems
Grade Hydraulic Systems

Pressure
Return
Tank
Suction
Pressure
Manifold
Pressure
Gauge
To Auxiliary
Control Valve
Servo Valve
Manifold
Pressure
Manifold
Left
Rear
High
Pressure
Lift Filter
Right
Lift Pump
12.5 gpm (47 lpm)
at 2250 rpm
To
Tank
Lift Suction
Filter
To
Tank
Left
Front
033-3359.eps
The oil flow for the lift circuit begins at the pressure
tank, where the oil is forced through the 100 wire mesh
lift suction filter. From the outlet of the filter the oil flow
is routed to the inlet of the pressure compensated lift
circuit pump. A case drain line protects the pump case
from extreme pressures by draining excess oil from
the case back to the reservoir. Maximum output flow
from the lift circuit pump is 12.5 gpm (47 lpm) at 2250
rpm. The grade hydraulic and auxiliary hydraulic
circuits drawing oil supply from the lift pump are closed
center systems. This means there is a standby
pressure in the system of 1600 psi (110 bar) without oil
flow until a circuit is activated. When the circuits are
not activated, the pressure in the system builds until a
sensing device in the pump senses the pressure is at
1600 psi (110 bar), thus causing the pump to stop
pumping. As soon as the pressure in the system
drops, the pump will begin to pump again, until the
pressure returns to the preset pressure.
From the lift pump, the oil is routed through the high
pressure filter to the inlet of the pressure manifold. A
line connected to the manifold is routed to the lift
pressure gauge to monitor system pressure. From the
manifold, oil is routed to the inlet of the servo manifold
and the inlet of each servo valve. When the twin valve
spools in each servo valve are in the center position,
the oil flow is blocked. All three grade circuits operate
the same hydraulically, so the explanation of one is the
same for all three.
When the servo valve receives an up signal from the
electronic control system, the twin spools in the servo
valve shift a proportional amount. Pressure oil is
routed from one of the spools through a working port in
the manifold to the locking valve on the appropriate lift
cylinder. The oil forces the internal check valve off its
seat (in the locking valve) and flows into the piston
(top) end of the lift cylinder, causing it to extend and
raising the machine. The return oil from the rod
(bottom) end of the cylinder flows back to the opposite
5-25
Commander II
manifold working port through the opposite servo valve
spool and to the reservoir. When the servo spool
returns to center, the check valve in the locking valve
returns to its seat, locking the oil in the piston (top) end
of the cylinder to hold the cylinder in position.
When the servo valve receives a down signal from
the electronic control system, the twin spools are
shifted in the opposite direction a proportional amount.
Pressure oil is routed out through the opposite
manifold port, to the rod (bottom) end of the lift
cylinder. Since the check valve (in the locking valve)
on the piston (top) end of the cylinder is on its seat, the
cylinder cannot retract. Pressure begins to increase in
the line between the rod (bottom) end of the cylinder
and the servo valve. A small port in the locking valve
directs this pressure increase to a small shuttle piston
in the valve, which shifts, lifting the check valve off its
seat. This allows oil from the piston (top) end of the
cylinder to return to the servo manifold, through the
servo valve and out to the reservoir.
The purpose of the locking valve is to prevent the
cylinder from drifting down during operation and;
overnight when the engine is stopped. A minimum
pressure of 1000 psi (69 bar) is required to extend or
retract the cylinder (because of locking valve).
Locking Valve in Cylinder

637
1.
Faulty lift check valve. If the machine will raise,

but not lower, suspect that the shuttle piston in
the check valve is defective. Lower the machine
and stop the engine. Swap the suspected valve
with a valve that is operating properly. If the
fault moves to the opposite system, the valve is
2.
Inner and outer guide tube binding. Raise the

machine to the maximum and check for binding.
Adjust the wear plates on the bottom of the legs
as instructed in the Maintenance chapter.
Grease the inner guide tube.
Symptom
Corrective measures
Isolate the problem; hydraulic versus electrical. If the
system will not respond with the jog switch, check the
system operation by using the manual override lever
on the servo valve cover. If the system will respond to
the override, the problem is in the electrical system.
Refer to section 13, Network Steer and Grade
Electrical Diagnostics. If the system will not respond
when using the override, the problem is in the
hydraulic system. The possible problems are as
follows:
BE CERTAIN TO COMPLETELY LOWER THE

MACHINE, OR REMOVE ALL WEIGHT FROM THE
LEG, BEFORE REMOVING THE LOCKING
CARTRIDGE. IF THE CARTRIDGE IS REMOVED
WITH THE MACHINE UP, HYDRAULIC OIL WILL BE
EXPELLED RAPIDLY FROM THE CYLINDER AND
THE MACHINE WILL DROP. SEVERE INJURY CAN
OCCUR IF CONTACT IS MADE WITH FLUID
ESCAPING UNDER HIGH PRESSURE.
Maximum output of the grade servo valves is 5 gpm

(19 lpm). The troubleshooting of one grade hydraulic
system is the same for all three.
One grade cylinder inoperative or slow to respond.
WARNING!
Symptom
All grade circuits inoperative, or slow to respond.
Corrective measures
Isolate the problem; hydraulic versus electrical. If the
system will not respond with the jog switch, check the
system operation by using the manual override lever
on the servo valve cover. If the system will respond to
the override, the problem is in the electrical system.
Refer to section 13, Network Steer and Grade
Electrical Diagnostics. If the system will not respond
when using the override, the problem is in the
hydraulic system. The possible problems are as
follows:
5-26
Commander II
1.
Low lift pressure. Check and adjust the

pressure as described in the Maintenance
chapter.
4.
2.
Defective lift pump. Check the pump output with

a flow meter if available. A good indication of a
defective pump is to compare system pressure
to engine rpm. A damaged pump will not hold
pressure as engine rpm decreases; pressure
will drop rapidly. A good pump will maintain
pressure as engine rpm is decreased. To check
the pump pressure drop, place all three lift lock
switches in the on position. Place the auxiliary
valves in the center (neutral) position. Run the
engine at maximum speed and observe the lift
pressure gauge. If the lift pressure decreases
as the engine rpm is decreased, the pump is
Plugged high pressure lift circuit filter. If the

indicator on the top of the high pressure filter is
extended, it may be necessary to replace the
filter. The filter is of the non-bypass type. If it
becomes completely clogged, it will not pass any
oil.
5.
Excessive internal leakage past servo valve

spools, or auxiliary valve spools. Place the
servo lock switch in the on position. If the lift
pressure does not increase, disconnect and cap
the pressure line between the lift manifold and
the auxiliary valve bank. If the pressure
increases, a high pressure internal leak exists
inside one or more of the auxiliary valves. It is
recommended to replace the valve bank as a
unit. If the lift pressure increases when the
servo lock switch is placed in the on position,
suspect one or more of the servo valves. It may
be necessary to replace the servo valves one at
a time to check.
Note: It is possible that the amount of leakage in
any one valve is not sufficient to affect the lift
pressure, but the combination of two or more will
affect it. It may be necessary to replace more than
one valve.
6.
Clogged suction filter
Hoses from the holdover valve (if so equipped)

coupled together and valve engaged. If the
holdover system is not being used, do not
couple the hoses together at the quick couplers
and engage the control valve. This creates a
direct path for the oil to flow to the pressure
tank.
033-3322
3.
Clogged lift suction filter. Replace the 100 wire

mesh filter element. Do not use a paper type
element as it will greatly restrict the flow of oil to
the pump.
Sideplate hoses connected

033-3149
7.
Clogged high pressure filter
033-3173
5-27
Hoses for hydraulic controlled sideplates

connected together. This creates a direct path
Commander II
for the oil to flow to the pressure tank.
Disconnect the hoses from one another.
8.
CAUTION!
REMOVE ALL WEIGHT FROM THE LIFT CYLINDER

OR LOWER IT TO THE LOWEST POSITION
BEFORE REMOVING THE LOCKING VALVE
CARTRIDGE. IF THE CARTRIDGE IS REMOVED
UNDER PRESSURE, HYDRAULIC OIL WILL BE
EXPELLED RAPIDLY FROM THE CYLINDER AND
THE MACHINE WILL DROP.
Hoses for hydraulic conveyor lift connected

together. If the conveyor is removed from the
machine, do not connect the control valve
pressure and return lines together. This creates
a direct path for the oil to flow to the pressure
tank. Disconnect the hoses from one another.
Symptom
2.
Lift cylinder drifts up or down during operation.
Corrective measures
Cylinder piston packing leaking. Loosen the line

to the piston end of the cylinder. If oil does not
flow from the loosened line or the problem
remains on the same cylinder after swapping the
locking valve cartridge, the problem is in the
grade cylinder. Remove the cylinder and repair
or replace it.
This is a good indication that the servo valve requires

centering adjustment. Adjust the servo centering screw
with a hex wrench as described in the Maintenance
chapter.
Symptom
Symptom
Gradual swales in grade.
Grade cylinder drifts down overnight or with the engine

running.
Corrective measures
Corrective measures
1.
Locking valve in cylinder

637
1.
Locking valve not holding. Raise the machine

and stop the engine. Loosen the hose on the
left side of the cylinder cap (facing the hose side
of cylinder). If a steady stream of oil flows from
the loosened line, suspect that the locking valve
is not holding. Swap the defective valve
cartridge with a valve cartridge known to be
good. If the problem transfers, the locking valve
is defective and must be replaced.
A sticky servo valve can cause this type of

symptom. Sticky valve spools are caused by
dirty oil. Frequently, sticky valve spools can be
freed by rapidly moving the manual override
control on the servo valve. This throws the
valve spool from one extreme to the other and
the particles causing the spool to stick tend to
wash out, thus freeing the spool. A sticky spool
can be detected on the meter if the needle
overshoots when it approaches center from an
offset or if it tends to hang to one side of center.
This will tend to happen when approaching
center from either side. It shows that a small
amount of electrical signal to the valve doesnt
have enough physical power to overcome the
resistance of the sticky valve.
Note: The servo valve being out of adjustment
will also cause the needle to hang to one side of
center during operation. The adjustment of the
servo valve usually does not affect the ability of
the system to hold grade during automatic
operation.
2.
5-28
Other causes may be loose stringline, incorrect

tension on the sensor hub spring or the
sensitivity is set too low on the amplifier. Refer
to the proper chapter for adjustment procedures.
11a Network Electrical Drawing
Network Controller
Panel Connections
J2
Power
6200 Network Electrical System
A
<
B
<
C
<
D
<
E
<
Left Front
Grade Sensor
Left Front
Steer Sensor
Power and Ground

See Miscellaneous
Electrical
J3
N
U
J3
V
W
F
K
Counter
B
D
Signal
Input
Vibrator
Signal
CAN
J5
J6
BD < B
10 < C
Power and Ground

See Miscellaneous
Electrical
M
I
<
B
<
C
<
D
<
E
<
F
<
E
C
A
<
B
<
C
<
D
<
E
<
F
<
G
<
H
<
I
<
J
<
<
D
<
4
3
BD < B
16 < C
A
<
B
<
C
<
D
<
E
<
F
<
1
2
BD< B
11 < C
<
D
<
E
<
F
<
G
<
H
<
I
<
J
<
K
<
L
<
M
<
N
<
P
<
R
<
S
<
T
<
U
<
V
<
W
<
X
<
To Vibrator Override
Switch
See Miscellaneous
Electrical
STATUS
NO
3
2
POWER
Travel
Micro
8 Switch
7
6
NC
BD 16A
1
2
TB 1-1
BD16-E
TB 1-4
BD 1A
BD 4A
BD 9A
BD 12A
J4
4
5
BD 16C
BD 1C
BD 4C
BD 9C
BD 12C
BD17C
TB 6-3
TB 6-1
<
D
<
E
<
F
<
G
<
H
<
I
<
J
<
K
<
L
<
M
<
N
<
O
<
P
<
Ground Screw
(GRD) TB 6-4
TB 5-1
TB 5-3
TB 5-5
TB 1-1
BD 9B
TB 1-6
BD 1B
BD 4B
BD 17P
BD 21P
Left Rear
Steer Sensor
F
F
B
E
D
A
B
E
D
E
C
A
B
TB 3-1
BD 20G
TB 3-4
A
>
B BD
>
C 7
>
D
>
E
>
F
>
A
B
E
D
BD < B
9 <C
E
C
<
D
<
E
<
F
<
BD 20A
BD 2A
BD 7A
2
3
5
TB 6-3
BD 20C
BD 2C
BD 7C
BD21A
BD 21C
TB 5-5
TB 5-1
TB 6-1
TB 5-3
GRD
TB 1-6
TB5
BD 11A
TB 5-5
TB 5-1
TB 6-1
TB 5-3
GRD
1
2
BD 11B
3
4
5
<
D
<
E
<
F
<
BD 17O
BD 21O
BD 17L
BD 21L
BD 16L
BD 16M
BD 20L
BD 20M
BD 20J
BD 20K
BD 16J
BD 16K
A
B
E
D
A
>BD
B
> 20
C
>
D
>
E
>
F
>
G
>
H
>
I
>
J
>
K
>
L
>
M
>
N
>
P
>
R
>
S
>
T
>
U
>
V
>
W
>
X
>
Slope Sensor
STATUS
POWER
A
>
B BD
>
C 21
>
D
>
E
>
F
>
G
>
H
>
I
>
J
>
K
>
L
>
M
>
N
>
O
>
P
>
A
>
B BD
>
C 14
>
D
>
E
>
F
>
G
>
H
>
I
>
J
>
A
<
B
<
C
<
D
<
E
<
F
<
G
<
H
<
I
<
J
<
BD 10B
BD 10A
GRD
Left Right Steer Left

Rear Grade
Front
Grade
Grade
033-3362.eps
5-30
TB6
BD 17N
BD 21N
TB 1-2
BD 16G
TB 1-5
BD 17M
BD 21M
Connection for
Right Grade
Sensor Option
TB 1-2
BD 16B
TB 1-5
TB 1-4
TB 3-4
A
TB 3-5
TB 3-6
Left Rear
Grade Sensor
BD < B
12 < C
BD 7B
TB3
BD 12B
BD 14G
BD 14H
BD 14A
BD 14B
TB 3-6
BD 2B
BD 14E
BD 14F
BD 14C
BD 14D
BD 11C
A
>
B BD
>
C 2
>
D
>
E
>
F
>
TB 3-1
BD < B
17 < C
TB 3-1
BD 20D
TB 3-4
TB 6-3
<
D
<
E
<
Micro Counter
Switch
(MS)
A
TB1
B
G
X S
T
A
BD < B
4 <C
<
D
<
E
<
F
<
<
D
<
E
<
F
<
TB 1-1
BD16-D
TB 1-4
B
D
J7
B
D
BD < B
1 <C
Limp
Junction Box
Commander II
11 Network Steer and Grade Electrical Diagnostics
The grade control systems are responsible for
maintaining the correct elevation on the left side of the
machine frame. Each grade system consists of a
sensor and a control loop on a S2X controller which is
networked to the other S2X controller on the machine,
including the control box. The side of the machine
controlled by the grade sensors is determined by the
location the sensors are plugged into and by the setup
parameters determined by the machine's operator. To
set the parameters, the operator must depress the
CALIB switch under the service panel of the main
control box. Depressing and releasing the NEXT
switch will select the elevation mode on the main
control module display. The elevation mode is used to
designate the type of sensor control the machine will
be using for a particular job situation. Depressing and
releasing the +/- switches will scroll through the
elevation mode settings available (left grade/right
slope and dual grade). The appropriate setting is
The slope control system is responsible for
maintaining the correct elevation on the right side of
the machine frame. The slope system consists of a
slope sensor and a control loop on a S2X controller
which is networked to the other S2X controller on the
machine, including the control box. The side of the
machine controlled by the slope sensor is opposite of
the side that the grade sensors are plugged into and is
determined by the setup parameters.
The steer control system is responsible for maintaining
the correct distance between the finished product and
the guideline. The steering system consists of a
forward steer and a reverse steer sensor, a servo
valve and a control loop on a S2X controller which is
networked to the other S2X controller on the machine,
including the control box. The left side of the machine
will be controlled by the steer sensors.
Grade or Dual Grade Operation: When the system
is being operated with grade control on the left side or
with grade control on both sides (dual grade), the
operation of all grade systems is identical. The main
panel display must be in the run mode to operate the
grade control circuit in the automatic mode. From the
individual S2X controllers, common power (+5 volts) is
supplied to the appropriate sensors through pin A
and a ground is supplied through pin C in the
appropriate bulkhead plugs. The sensor has a wand
attached to its shaft, which is held against the
guideline by spring tension. As the machine frame
moves up or down, in relation to the guideline, the
wand causes the sensor shaft to rotate. As the shaft
Network 06/02/04
rotates, a corrective signal is sent to the corresponding

S2X control loop. The sensor works within a voltage
range of 1.2 volts to 3.8 volts. With the sensor in the
center position, a 2.5 volt signal (center) is sent to the
S2X through pin B in the bulkhead plug. When the
sensor wand position, in the Calibrate display, is
selected as "push" and the sensor wand is rotated
upward, the voltage signal to the S2X will decrease
(from 2.5 volts), indicating that the machine must go
up. As the sensor wand is rotated downward, the
voltage signal to the S2X will increase (from 2.5 volts),
indicating that the machine must go down.
When the sensor wand position, in the Calibrate
display, is selected as "pull" and the sensor wand is
rotated upward, the voltage signal to the S2X will
increase (from 2.5 volts), indicating that the machine
must go up. As the sensor wand is rotated downward,
the voltage signal to the S2X will decrease (from 2.5
volts), indicating that the machine must go down.
The normal working range of the sensor (1.2 volts to
3.8 volts) is reduced to approximately 1.5 volts to 3.5
volts for diagnostic purposes. If the sensor output
voltage should read between 1.2 volts to 1.5 volts, or
between 3.5 volts to 3.8 volts, it will cause the off
stringline feature to activate. When the off stringline
feature is activated, the drive to the corresponding
servo valve is shut down and the servo valve spool
returns to center, holding the machine elevation in
position when the feature was activated. The system
can still be operated with the jog switches.
Slope Operation: The slope sensor mounted near
the center of the frame (in the battery box), will control
the right side of the machine. The main panel display
must be in the run mode to operate the slope control
circuit in the automatic mode. From the right S2X
controller, power (+5 volts) is supplied to the slope
sensor through pin A and a ground is supplied
through pin C in the appropriate bulkhead plug. The
shaft in the center of the slope sensor is held
stationary by a pendulum weight. As the grade
controlled side of the machine moves up or down, the
slope sensor rotates as the machine tilts. As the
sensor rotates, a corrective signal is sent to the
corresponding S2X control loop. The sensor works on
a voltage range of 0.75 volts to 4.25 volts. With the
sensor in the center position (machine frame level), a
2.5 volt signal (center) is sent to the S2X through pin
B in the appropriate bulkhead plug. As the sensor is
rotated clockwise (viewed from the rear), the voltage
signal to the S2X will decrease (from 2.5 volts),
indicating that the right side of the machine must go
up. As the sensor is rotated counterclockwise, the
voltage signal to the S2X will increase (from 2.5 volts),
5-31
Commander II
Automatic Steer Operation
indicating that the right side of the machine must go

down.
The slope setpoint switches are connected to the
slope control loop to provide a means of adjusting the
cross slope of the machine frame. With the slope
setting at 0.0% slope, a signal is sent to the slope
control loop, indicating that the machine frame must be
level. The control loop receives a signal from the
slope sensor indicating the level of the machine frame.
If the signal from the slope sensor does not match the
slope setting signal, the appropriate S2X control loop
sends a corrective signal to the proper servo valve,
causing the slope controlled side of the machine to
raise or lower until the slope sensor signal matches
the slope setting signal in the control loop. The
machine frame should be level, from side to side, at
this point. If the slope setting is adjusted to 2% of
slope (or to what is necessary), a signal is sent to the
slope control loop indicating a change is required. The
control loop receives a signal from the slope sensor
and if it does not match the slope setting signal, the
S2X control loop sends a signal to the servo valve to
raise or lower the slope side of the machine until the
two signals match. The frame should now be at the
desired 2% (or what is necessary) of slope.
The steering control system is responsible for
maintaining the correct distance between the finished
product and the guideline. The automatic steering
system consists of a sensor on the front for forward
steering, a sensor on the rear for reverse steering, a
servo valve and a control loop on a S2X controller
which is networked to the other S2X controllers on the
machine, including the control box. A forward/reverse
steer switch, an auto/manual switch and a manual
steer dial are located on the control box. The output
drive to the steering servo valve is supplied from the
controller inside of the control box. The steering
sensors can be plugged into either side of the
machine.
When the lead mode is selected (steering sensor

lead/trail selection in the calibrate mode) and the
sensor wand is rotated left, the voltage signal to the
S2X will decrease (from 2.50 volts), indicating that the
machine must turn left. As the sensor wand is rotated
right, the voltage signal to the S2X will increase (from
2.50 volts), indicating that the machine must turn right.
When the trail mode is selected (steering sensor
lead/trail selection in the calibrate mode) and the
sensor wand is rotated left, the voltage signal to the
S2X will increase (from 2.50 volts), indicating that the
machine must turn left. As the sensor wand is rotated
right, the voltage signal to the S2X will decrease (from
2.50 volts), indicating that the machine must turn right.
Note: The off stringline diagnostic display will not
affect steering operation of the machine.
The output signal to the steering servo valve is turned

on and off by the position of the travel micro switch
located under the travel variable control lever on the
control console. When the travel micro switch button
is depressed, the valve drive signal is turned off and
the servo valve spool returns to center. This is done
so that if the sensor wand is moved, or the manual
steer dial is turned, with the machine stopped, the
servo valve spool will not shift. If the servo valve spool
were to shift with the machine stopped, pressure oil
would be added to one track, causing it to turn, moving
the machine. When the micro switch button is
released, the system returns to normal operation.
Network 06/02/04
When the auto/manual steer switch is in the auto

position, the front or rear steering sensor is used to
steer the machine. The main control module must be
in the run mode to operate the steering control
circuits in the manual or the automatic mode. From
the front S2X controller, power (+5 volts) is supplied to
the front steer sensor (on either sides) through pin A
and a ground is supplied through pin C in the
appropriate bulkhead plugs. From the rear S2X
controller, power (+5 volts) is supplied to the rear steer
sensor (on either side) through pin A and a ground is
supplied through pin C in the appropriate bulkhead
plugs. The sensor has a wand attached to its shaft,
which is held against the guideline by spring tension.
As the machine frame moves left or right, in relation to
the guideline, the wand causes the sensor shaft to
rotate. As the shaft rotates, a corrective signal is sent
to the corresponding control loop. The steering sensor
works within a voltage range of 1.2 volts to 3.8 volts.
With the sensor in the center position, a 2.50 volt
signal (center) is sent to the control loop through pin
B in the bulkhead plug.
The main control module must be in the run mode

and the auto/manual switch must be in the auto
position to operate the steering control circuit in the
automatic mode.
When the forward/reverse switch is placed in the
forward position, the steering sensor connected to
the front steer bulkhead will be activated to control the
steering of the machine. The sensor connected to the
rear steer bulkhead will be turned off. When the
forward/reverse switch is placed in the reverse
position, the steering sensor connected to the rear
steer bulkhead will be turned on to control the steering
5-32
Commander II
of the machine. The sensor connected to the front
steer bulkhead will be turned off.
the main control module is in standby, the valve drive

is not activated. The display will show two arrows
pointing in each direction to indicate the valve drive is
not active.
STEER SENS jog to adjust

Steer Gain = 10
033-3346
Steering sensor sensitivity display

033-3346
When the steering system is operating in the

automatic mode, the network system measures the
amount and direction of the signal from the sensor and
conveys a corrective signal to the servo valve. The
amount of servo valve spool movement is in proportion
to the amount of corrective signal. The sensitivity
setting for the control loop will change the amount of
valve spool movement in relation to the amount of
sensor movement. For example, with the sensitivity
adjustment set with five (5) indicators showing, moving
the sensor off electrical center 0.1 volt in either
direction, will cause an approximate 1.0 volt signal to
the servo valve in the corresponding direction.
However, with the sensitivity adjustment set with
fifteen (15) indicators showing, moving the sensor off
electrical center 0.1 volt in either direction, will cause
an approximate 2.5 volt signal to the servo valve in the
corresponding direction. The more voltage that the
servo valve receives, the faster the system will
respond. The sensitivity has no affect on the manual
operation of the system.
S:
STEER VALVE
<< ---- >>
033-3344
Steer valve drive %

033-3344
When the NEXT switch is depressed a sufficient

number of times, the display will show the percentage
of drive signal to the steering servo valve in either
manual, or automatic. The main control module must
be in the run mode for the display to appear. If the
forward/reverse switch is in the forward position, the
display will be positive (+). If the switch is in the
reverse position, the display will be negative (-). With
the machine moving, two arrows pointing in each
direction will indicate that a steering correction is not
required. If a steering correction is required, two
arrows will point in the corresponding direction and the
percentage of valve drive in that direction will be
displayed. If the micro switch button is depressed, or if
Network 06/02/04
When the servo valve receives a corrective signal from

the control loop, the spool in the servo valve will shift.
The amount of servo valve spool movement will
depend on the amount of corrective signal from the
sensor and the sensitivity setting. When the spool
shifts, pressure oil is routed to one track drive motor,
causing its speed to increase, and oil is allowed to
drain back to the reservoir from the opposite track,
causing its speed to decrease. This will cause the
machine to turn in the appropriate direction. The more
the valve spool is shifted, the faster the machine will
turn.
When the necessary correction has been made, the
sensor signal is electrically centered, or nulled and a
signal is sent to the control loop indicating the
correction has been made. The control loop signals
the servo valve, which causes the spool to shift to the
center position, causing the machine to travel straight
ahead. If the necessary correction is not made, the
machine will continue to turn while the machine is in
motion.
Manual Steer Operation
When the auto/manual steer switch is in the manual
position, the manual steer dial on the control panel is
used to steer the machine. The main control module
must be in the run mode to steer the machine in the
manual mode. With the manual steer control dial in
the center position, a 2.50 volt signal is sent to the
network control, causing the machine to travel straight.
To turn the machine slowly to the right, the steer
control dial is slightly turned to the right from center,
increasing the voltage signal (from 2.50 volts) to the
network. The servo valve spool will move slightly,
causing the right track speed to decrease slightly and
the left track speed to increase slightly. To turn the
machine slowly to the left, the steer control dial is
slightly turned to the left from center, decreasing the
voltage signal (from 2.50 volts) to the network. The
servo valve spool will move slightly, causing the left
track speed to decrease slightly and the right track
speed to increase slightly. The more the manual steer
dial is turned left, or right from center, the faster the
machine will turn in the corresponding direction. The
sensitivity setting for steering has no affect on the
manual steering operation.
5-33
Commander II
tamper bar off/auto switch is placed in the auto
position, the counter will resume distance counting.
2.50V 2.51V 2.48V 2.49V
033-3335
Steer sensor test reading

033-3335
When the test switch is depressed, the main control

module display will indicate the test mode has been
entered and that depressing the LAST or NEXT
switches will scroll through the test displays. The main
control module display will change to reflect the
voltage from the various sensors, or output voltage to
the various servo valves. With the sensor voltage
displayed, the reading will vary around a centered
voltage reading of 2.50 volts as the steering sensor
wand is moved, or the manual steer dial is rotated.
With the steering servo valve drive output voltages
displayed, the readings will vary from 0.0 to 4.10
volts as the sensor is moved, or the manual steer dial
is rotated. The following table indicates the normal
voltage range of each circuit displayed in the test
mode:
Circuit ........................... Voltage Range
Power supply ................ 9.0 to 16.0
Sensor supply ............... 4.75 to 5.25
Steering sensor output . 1.20 to 3.80
Steering valve ............... 0.0 to 4.10
Deviation meters
033-3217
The deviation meter needle on the control loop will

indicate the amount and direction of the signal from
the sensor. When the needle is centered, it indicates
that no correction is necessary to the system. When
the needle is off center, it indicates a correction is
required and it will remain off center until the
necessary correction is made. The more the needle
goes off center, the faster the system will respond. If
the necessary correction is not made, the machine will
continue to react until the cylinder is completely
extended or retracted or until the "off stringline" feature
is activated. When a jog switch is used for manual
control, the servo valve spool shifts the full amount
and remains there until the switch is released and
allowed to return to center. The jog switches will not
affect the deviation meter. From the control loop, the
corrective signal is sent out to the corresponding servo
valve.
Symptom:
If the sensor is not connected, the sensor (SN) reading

will show approximately 0.00V. To exit the test
mode, depress the test switch under the service panel.
The system will return to the normal operating display.
The main display panel or one of the individual meter

displays is fogged under the screen.
Corrective measures:
Notice: To prevent damage to the network control

system, a grounding strap should be connected
between the machine frame and the person
working on the system.
The distance counter micro switch is used to measure
traveled distance. It is mounted on a wheel that runs
on the top of one of the tracks. When the distance
mode is set for English, the system will add one foot
of distance each time the micro switch is activated. If
the mode is set for Metric, the unit will count one
meter of distance for 3 activations of the micro switch,
one meter for 3 activations, then one meter for 4
activations (10 activations equal 3 meters; i.e. 3,3,43,3,4-etc.). When the vibrator override switch is
placed in the off position, a signal is sent to the
network panel to cease distance counting. When the
Network 06/02/04
Meter replacement
001-2654
5-34
Commander II
Although this does not hinder the operation of the
network system, the display should be replaced to
prevent moisture from entering the control box. To
replace the display, remove the screws from the front
face of the defective display unit. Carefully pry the
display from the front panel. Carefully peel the silicone
from the connections on the back of the display and
disconnect the wiring. Reconnect the wiring to the
new display and seal the connections with clear
silicone. Apply a thin bead of silicone around the
perimeter of the display seal and insert in the control
box opening. Replace and tighten the display panel
retaining screws with 8 in/lbs of torque.
Symptom:
Symptom:
Determine which sensor is affected by the following

abbreviations preceding the display message: LF (Left
Front), RF (Right Front) or LR (Left Rear).
One or all of the switches in a switch package does

not operate.
Depress the service switch under the service panel.
Depress the NEXT/LAST switches to scroll to the
switch test mode. Depress the defective switches. If a
switch is activated and no function is displayed, the
switch may be defective. Open the control panel and
check for any pinched wiring to the switch package. If
no pinched wiring is visible, the switch package is
To replace the switch package, remove the screws
from the front face of the control panel. Carefully
remove the control panel from the front face of the
control box and disconnect the wiring from the rear of
the defective switch package. Using a flat blade screw
driver, place the screwdriver in the hole behind the
switch package to be removed. Strike forcefully to
dislodge the switch package from the control panel.
Peel the protective backing from the rear of the new
switch package and press the switch package firmly
into position. Connect the wiring to the switch
package and carefully place the control panel on the
front of the control box, being careful not to pinch any
wiring. Replace and tighten the control panel retaining
screws securely.
LF GRADE OFF STRINGLINE

= 1.29V
RANGE=1.5-3.5V
360318
"Grade Off Stringline" is displayed on the main panel

display.
Grade sensor wand is off the stringline. Place the

wand under the stringline. If the wand is within the 1.5
to 3.5 volt operating range, the sensor will center the
machine at 2.5 volts. When the sensor voltage
reading is between 1.2 to 1.5 volts or 3.5 to 3.8 volts,
the off stringline message is displayed and the network
controller will not send a servo valve drive signal to the
appropriate servo valve.
Symptom:
LF GRADE OUT OF RANGE

= 0.09V
RANGE=1.2-3.8V
360317
Steer or Grade Out of Range" is displayed on the

main panel display.
Determine which sensor is affected by the following
abbreviations preceding the display message: LF (Left
Front), RF (Right Front) or LR (Left Rear).
Sensor not connected. If the appropriate sensor
is not connected when the system is placed in
the automatic mode, the display Out of Range
for the corresponding system will appear on the
main control module display. Connect the
sensor to the appropriate bulkhead plug.
2.
Network 06/02/04
1.
Defective sensor. If the sensor is connected

and the display Out of Range for the
corresponding system is displayed on the main
control module display, the sensor may be
defective. Disconnect the cord from the sensor
5-35
Commander II
BD 16 pin A .................. BD 12 pin A
and connect it to a different sensor. If the

system will now operate, the sensor is defective
and must be replaced.
3.
BD 16 pin G .................. BD 12 pin B

BD 16 pin C .................. BD 12 pin C
Defective sensor cable. If the system will not

work after swapping the sensor, suspect the
cable between the sensor and the bulkhead
plug. Swap the cable between the sensor and
the bulkhead plug with the cable from another
sensor. If the system will work, the cable is
defective and must be repaired or replaced.
If the problem is with the slope, check the

connections from the right S2X as follows:
BD 20 pin A .................. BD 7 pin A
BD 20 pin G .................. BD 7 pin B
BD 20 pin C .................. BD 7 pin C
If the system will not work after swapping the

coil cable, disconnect the sensor frame cable
from the rear of the junction box and connect the
sensor and coil cable directly into the junction
box. If the sensor will work, repair or replace the
sensor frame cable.
4.
Defective wiring inside the junction box.

Disconnect the appropriate 22 pin input/output
plug (No. 16 or No. 20) from the rear of the
junction box. Test the continuity of the wiring by
checking from the pins in the plug to the pins in
the sensor bulkhead plug on the rear of the
junction box following the list that follows.
Continuity should not exist between pins, or from

any pin to ground with the plug disconnected
from the rear of the junction box. If the readings
are incorrect, it may be caused by faulty wiring
in the junction box. Open the junction box and
tighten all screws on the terminal bars securely.
Recheck the readings as previously described.
If the wiring is still defective, repair or replace
the wiring as necessary.
6.
If the problem is with the left front grade, check

the connections from the left S2X as follows:
Defective wiring between the junction box and

the S2X. Swap the 22 pin cable (No. 16 or No.
20) between the junction box and the S2X with a
cable from the other S2X. If the S2X now
responds, repair or replace the cable.
BD 16 pin A .................. BD 1 pin A

BD 16 pin D .................. BD 1 pin B
BD 16 pin C .................. BD 1 pin C
If the problem is with the front steer, check the
connections from the left S2X as follows:
BD 16 pin A .................. BD 4 pin A
BD 16 pin E .................. BD 4 pin B
BD 16 pin C .................. BD 4 pin C
If the problem is with the left rear grade, check
the connections from the left S2X as follows:
BD 16 pin A .................. BD 9 pin A
18 and 30 pin packard connectors

360369
BD 16 pin B .................. BD 9 pin B
7.
BD 16 pin C .................. BD 9 pin C

If the problem is with the rear steer, check the
connections from the left S2X as follows:
Network 06/02/04
5-36
Defective S2X. Turn the ignition key off.

Disconnect the appropriate 30 pin packard tower
connector (cables No. 16 or No. 20) from the
S2X controller. Disconnect the appropriate 18
pin packard tower connector (cables No. 17 or
No. 21) from the S2X controllers. Swap the left
and right S2X controllers and reconnect the
packard tower connectors. Restart the network
controller. If the display indicates that the
Commander II
problem still exists in the same system the S2X
is good and the wiring is defective. Refer to the
previous corrective measures to eliminate the
problem. If the display indicates the problem
has switched to a different system, replace the
S2X controller.
Reconnect each sensor cable to the junction box and

view the display after each is connected. When the
display Sensor Power Failure returns, the short is
located in the sensor or cables last connected.
Reconnect any remaining cables to the junction box.
Disconnect the sensor coil cable at the bulkhead
connector for the sensor frame cable on the defective
system. Recheck the display. If Sensor Power
Failure display remains, replace the frame cable. If
not, reconnect the sensor coil cable at the frame
bulkhead and disconnect the coil cable from the
sensor. If Sensor Power Failure display remains,
replace the sensor coil cable. If not, replace the
sensor.
Note: Early network controller systems were

equipped with a DC2 distinguished by a blue outer
case versus the black outer case of a S2X
controller. A limp cable is installed on the early
machines and is not compatible with the S2X
controllers . The machine may be operated
temporarily with the limp cable installed until a
replacement DC2 is available. Refer to chapter 2
for limp cable installation information. The
network controller will display "DC2 not
responding" when the limp cable is installed as a
reminder to replace the defective unit. Operation
will not be affected while this fault is displayed.
Symptom:
LF ELEV SERVO SHORT

Symptom:
360321
"Servo Open" or "Servo Short" is displayed on the

main panel display. No manual or automatic operation
of servo valve.

360319
Corrective Measures:
"Sensor Power Failure" is displayed on the main panel

display.
Determine which servo is affected by the following

abbreviations preceding the display message: Steer,
LF (Left Front), RF (Right Front) or LR (Left Rear).
If the sensor supply voltage drops below 4.75 volts or
increases above 5.25 volts the "Sensor Power Failure"
display will appear on the main panel display. A power
short to ground can cause the power supply to drop
below 4.75 volts. Common power is supplied to each
of the sensors from the corresponding S2X controller.
It will be necessary to locate the shorted sensor or
cable as follows.
To quickly determine the location of the power short,
disconnect all sensor cables from rear of the junction
box. If the display indicates that all sensors are Out
of Range and the Sensor Power Failure display is
no longer indicated, the short is in one of the
disconnected sensors or cables.
Isolate the problem, hydraulic versus electrical. The

grade and steer servos are equipped with a manual
override lever on the valve cover. Move the override
lever both directions from center. If the machine does
not respond to the override lever, the problem is in the
hydraulic system. Refer to Grade Hydraulic System
diagnostics for procedures to follow. Depress one of
the jog switches on the control loop of the affected
system. If the message Servo Open, or Servo
Short appears on the main display panel, it is an
indication of a bad coil on the servo valve, defective
wiring between the control box and the valve, or
defective wiring or components inside of the junction
box. Proceed as follows.
1.
If the Sensor Power Failure display remains,

disconnect the 30 pin packard tower connector from
the S2X controller. If the Sensor Power Failure
display remains, replace the S2X controller. If not,
repair or replace the junction box wiring.
Network 06/02/04
5-37
Depress the Service Switch under the Service

panel and depress the NEXT/LAST switches
until the main display shows "switch test".
Depress the appropriate switches for the
defective system. If the appropriate indication
for the switch is shown on the main display
Commander II
panel, the switches are working. If not, replace
the switches by removing the attaching screws
from the front cover of the main control panel.
Very carefully remove the front cover while
preventing the cover from sliding downward onto
the wiring connections for the service panel
switches. Disconnect the wiring connection from
the rear of the defective switch package. Using
a screw driver, insert the blade of the
screwdriver in the access hole behind the
defective switch package. Strike forcefully,
being careful not to damage the surrounding
controls, to disengage the glued surface of the
switch package from the front cover.
Notice: In October 1995, the GOMACO

Engineering Department changed the primary coil
from the 19.5 ohm coil to the 15.5 ohm coil.
3.
BD14 pin A ................... Left Front Grade Pin A

BD14 pin B ................... Left Front Grade Pin B
Note: When ordering a new switch package,

make certain that the decals on the switch
package is correct for the placement position in
the main control panel.
BD 14 pin C .................. Steer Pin A

BD 14 pin D .................. Steer Pin B
Remove the protective backing from the rear of

the switch package to expose the glue sealer.
Insert the new switch package into the front of
the control box panel and firmly press into place.
Reconnect the wiring plug to the rear of the new
switch package. Carefully place the front cover
back into position, making certain that none of
the wiring is caught between the front cover and
the control box. Insert and tighten the attaching
screws securely.
2.
Defective wiring between the bulkhead plug on

the rear of the junction box and the connectors
on the servo valve. Disconnect the bulkhead
plug (plug No. 14) from the rear of the junction
box and check the continuity of the wiring
between the plug and the grade servos following
the list that follows. Repair or replace the wiring
as necessary.
Bad coil in the servo valve. Disconnect the

leads from the suspected servo valve and
connect them to one of the other servo valves.
Depress the jog switch for the suspected system
and observe the message on the main panel
display. If the system operates and the
message Elevation Servo Open, or Short does
not appear, the valve coil is defective. The valve
coil can be checked with an ohms meter. Check
at the valve terminals (with the leads
disconnected) for 15.5 ohms on the primary coil
and 19.5 ohms on the secondary coil. To
determine which coil is which, look at the point
where the wires exit the valve (manual override
lever up). The wires on the right are for the
primary coil and the wires on the left are for the
secondary coil. If the resistance readings are
incorrect, the servo valve must be replaced.
Note: The leads for automatic grade control
connected to the primary coil may be connected to
the secondary coil to continue operation.
BD14 pin G ................... Right Front Grade Pin A

BD14 pin H ................... Right Front Grade Pin B
BD14 pin I ..................... Right Rear Grade Pin A
BD14 pin J .................... Right Rear Grade Pin B
4.Defective wiring inside the junction box.
Disconnect the appropriate 22 pin input/output
plug (No. 16 or No. 20) from the rear of the
junction box. Test the continuity of the wiring by
checking from the pins in the 22 pin plug to the
pins in the bulkhead plug No. 14 on the rear of
the junction box following the list that follows.
If the problem is with the left front grade, check
the connections as follows:
BD16 pin L .................... BD14 pin A
BD16 pin M ................... BD14 pin B
If the problem is with the right grade, check the
connections as follows:
BD16 pin J .................... BD14 pin G
BD16 pin k .................... BD14 pin H
If the problem is with the left rear grade, check
the connections as follows:
BD20 pin J .................... BD14 pin E
BD20 pin K ................... BD14 pin F
If the problem is with the steer, check the
connections as follows:
Network 06/02/04
5-38
Commander II
BD20 pin L .................... BD14 pin C
to the preceding symptom. If the system will respond

in manual, but not in automatic, proceed as follows.
BD20 pin M ................... BD14 pin D
1.
5.
6.

the S2X. Swap the suspect 22 pin cable (No. 16
or No. 20) between the junction box and the S2X
with a cable from another S2X. If the S2X now
S2X controller.
Control loop in the manual mode. Place the

loop in the auto mode by depressing the A/M
switch.
2.
Continuity should not exist between any of the

pins, or from any pin to ground with the plug
disconnected from the rear of the junction box.
If the readings are incorrect, repair or replace
the faulty wiring in the junction box
Main control module display in standby.

Depress the run/standby switch to place the
display in the run mode.
3.
The elevation mode is not selected properly for

the current sensor setup of the machine.
Depress the CALIB (calibrate) switch under the
service panel. Depress the NEXT/LAST
switches until the elevation mode is selected on
the main control module display. Select the
appropriate mode for the current setup
configuration of the sensors (L Grade/R Slope, L
Slope/R Grade, L Steer/Dual Grade or Dual
Grade/R Steer).
Symptom:
LF BATTERY POWER FAILURE

360320
"Battery Power Failure" is displayed on the main panel

display.
Disconnect Bulkhead plug No. 10 from the rear of the
junction box and check for +12 volts between pins A
and B in the plug. If +12 volts is not present, Refer to
Troubleshooting the Miscellaneous Electrical Systems.
Symptom:
If +12 volts are present in plug No. 10, reconnect

the plug to the rear of the junction box.
Disconnect the following bulkhead plugs and
check for +12 volts between the bulkhead pins
listed. Pin N is +12 volts and Pin P is Ground
provided to each DC2.
No Automatic Operation.
BD17 pin N ................... BD17 pin P
BD19 pin N ................... BD19 pin P
Determine if the problem affects both the manual

control as well as the automatic control by checking
the operation of the system in the manual mode. If
the system will not respond in the manual mode, refer
Network 06/02/04
1.
BD21 pin N ................... BD21 pin P

BD23 pin N ................... BD23 pin P
If +12 volts are not present, repair or replace the
defective wiring inside the junction box.
5-39
Commander II
2.
3.

cable from another S2X. If the S2X now
S2X controller.
Symptom:
If +12 volts are present, repair or replace the network

control box.
Symptom:
"Panel Sensor Pwr Failure" is displayed on the main
panel display.
This problem refers to the power being provided to the
manual steer dial on the main control panel and to
bulkhead J3 (Limp cable) for operation of sensors
when the limp cable is in use (connected in place of a
defective DC2). Open the front cover of the control
panel and check the wiring connected to the rear of
the steer dial with a volt meter. Turn the ignition key
on. If 5 volts is not present between the red and black
wires, the DC2 is defective. Repair or replace the
control box.
Symptom:
LF DC2 NOT RESPONDING

360323
"DC2 Not Responding" is displayed on the main panel

display.
If a DC2 or S2X controller fails to operate, determine
which system is affected by the following abbreviations
preceding the display message: LT (Left) or RT
(Right).
1.
No power provided to the S2X. Refer to the

preceding symptom "Battery Power Failure" for
troubleshooting procedures.
2.

cable from another S2X. If the S2X now
responds, the cable is defective and must be
repaired or replaced.
3.
Defective wiring in the junction box. Disconnect

bulkhead plug No. 11 from the rear of the
junction box. Disconnect the appropriate 16 pin
plug (No. 17 or No. 21) for the defective system.
Check continuity in the appropriate wiring as
follows:
BATTERY VOLTAGE FAILURE

= 6.88V RANGE= 9.0-16.0V
033-3348
"Battery Power Failure" is displayed on the main panel

display.
Disconnect Bulkhead plug J2 from the rear of the
network control box and check for +12 volts between
pins A and B in the plug. If +12 volts is not present,
Refer to Troubleshooting the Miscellaneous Electrical
Systems.
Network 06/02/04
5-40
Commander II
BD11 pin A ................... BD17 pin M
BD11 pin A ................... BD21 pin M
BD11 pin B ................... BD17 pin O
BD11 pin B ................... BD21 pin O
BD11 pin C ................... BD17 pin L
BD11 pin C ................... BD21 pin L
Continuity should not exist between any of the pins, or
from any pin to ground with the plug disconnected
from the rear of the junction box. Open the junction
box and tighten all screws on the terminal bars
securely. Recheck the readings as previously
described. If the wiring is still defective, repair or
replace the wiring as necessary.
4.

S2X controller.
Network 06/02/04
5-41
Commander II
12 Emergency Stop Electrical Diagnostics
Emergency Stop Electrical System
1B 1A
2B 2A
A
> B3
B
>
C
>
D
>
3B 3A
Right E-stop
Button
A
>
B
>
C
>
D
>
A
B2 <
B
<
C
<
D
<
4B 4A
5B 5A
Left E-Stop
Button
Left E-Stop
Bulkhead
6B 6A
Right E-Stop
Bulkhead
A
<
B
<
C
<
D
<
Terminal Bar
1
E-stop Reset
Switch
7
54
Console E-Stop
Button
E-stop Lamp
3
4
6
5
E-Stop
Relay K1
B
A
15A
Miscellaneous Circuit
Breaker 2
2
Conveyor
emergency
stop solenoid
coil
Trimmer
emergency
stop solenoid
coil
1 8 7
Vibrator
emergency
stop solenoid
coil
4 5 6
Track
emergency
stop solenoid
coil
See Engine
Electrical Schematic
for more information
To Vibrator
Override Switch
K1 relay base
terminal location
033-3363.eps
When the reset switch is depressed, power (+12 volts)

is routed through the reset switch to the terminal bar
where it is routed to terminal 2 on the console
emergency stop button. With the button pulled out,
contact is made between terminal 1 and 2 and power
is routed back to the terminal bar.
The emergency stop electrical system is responsible

for stopping the operation of the major hydraulic
systems (vibrator, conveyor, trimmer and tracks).
When an emergency stop button is depressed, all
hydraulic systems will cease operation. The system
must be energized before operation of the hydraulic
systems is possible.
Power for the emergency stop system is supplied from
the ignition switch to the miscellaneous circuit breaker.
With the ignition switch turned on, power is routed
from the circuit breaker to terminals 1 and 8 on the
emergency stop relay (K1) and to terminal 2 on the
emergency stop reset switch.
Upon initial start up of the engine, the e-stop lamp will
be illuminated. Power is supplied to the lamp from
e-stop relay K1 inside the control box. When the relay
is de-energized, terminals 1 and 4 are connected
which supplies power to the lamp. When the lamp is
illuminated, the e-stop solenoid coil on each relief
manifold is de-energized. Since the e-stop solenoid
valve is normally open the hydraulic oil for the trimmer,
track and vibrator systems will dump to tank through
the vented relief valves at low pressure.
Network 06/02/04
From the terminal bar, power is routed through pin A in

bulkhead B2 to terminal 1 on the right e-stop button.
With the right e-stop button pulled out, contact is made
between terminal 1 and 2 and power is routed through
pin B in bulkhead B2 to the terminal bar.
From the terminal bar, power is routed through pin B in
bulkhead B3 to terminal 2 on the left e-stop button.
With the left e-stop button pulled out, contact is made
between terminal 1 and 2 and power is routed through
pin A in bulkhead B3 to the terminal bar.
From the terminal bar, power is routed to terminal 2 on
the e-stop relay (K1), causing it to energize. When the
relay is energized the contact points change. Terminal
1 is connected through the relay to terminal 3
supplying power to the e-stop buttons so the e-stop
reset switch may be released. Power is continuously
supplied to the relay in this manner for continued
4-42
Commander II
operation of the hydraulic systems. Terminal 8 is
connected through the relay to terminal 6 supplying
power to the vibrator, trimmer and track relief solenoid
coils. This causes the solenoid valves to close and the
hydraulic systems are ready for operation.
If the system does not reset, place a jumper

between the terminals on the right emergency
stop button. Replace the right emergency stop
button if the system can now be reset by
depressing the emergency stop reset switch.
If an emergency stop button is depressed during

operation of the machine, the electrical circuit is
broken and the emergency stop relay is de-energized.
The emergency stop lamp will illuminate and the
emergency stop solenoid coils will de-energize,
causing the trimmer, track and vibrator hydraulic
systems to cease operation.
If the system does not reset, place a jumper

between the terminals on the left emergency
stop button. Replace the left emergency stop
button if the system can now be reset by
The buttons and cables may also be checked for
continuity. Disconnect the cable from the
bulkhead and check between pin A and pin B
with a volt-ohm meter for continuity. If continuity
is present, the button cable are good. If
continuity is not present, place the jumper wire
between the terminals on the button and test for
continuity again. Replace the button if continuity
is present in the cable. Replace the cable if
continuity is not present with the jumper wire
installed.
Symptom:
Machine controls will not operate. Emergency stop
reset light is illuminated.
1.
Emergency stop system not reset. Depress the

emergency stop reset switch to reset the
system.
2.
Emergency stop button depressed. Release

each depressed button to the out position before
4.
Defective wiring to one of the emergency stop

buttons. Make certain that all screws on the
terminal bar are securely tightened before
proceeding.
The sequence of power supply is as follows: K1
relay terminal 3 to pin 2 console stop button; pin
1 console emergency stop button to pin A right
emergency stop button; pin B right emergency
stop button to pin B left emergency stop button;
pin A left emergency stop button to relay K1
terminal 2.
Using a voltage meter or 12 volt test light,
depress and hold the reset switch while testing
the wiring. Check for 12 volts on both terminals
on the rear of the reset switch. Replace the
switch if 12 volts are present on the center
terminal but not on terminal 1.
Jumper wire on E-stop switch
3.
Defective E-stop switch. If one of the E-stop

switches is defective, the system cannot be
reset. Connect a jumper wire between the
terminals on the console emergency stop button.
Replace the console emergency stop button if
the system can now be reset by depressing the
emergency stop reset switch.
Network 06/02/04
5-43
While depressing the reset switch, check for 12

volts on terminals 1 and 2 on the rear of the
console emergency stop button with the button
pulled out. Replace the wiring between the
reset switch and the console emergency stop
button if 12 volts are not present on either
terminal. Replace the button if 12 volts are
present on one terminal but not the other.
Disconnect the right emergency stop button at
the frame cable bulkhead. While depressing the
reset switch, check for 12 volt power supply on
Commander II
pin A in the frame bulkhead. Replace the wiring
between the bulkhead and the terminal bar if 12
volts are not indicated on pin A in the bulkhead.
Reconnect the button if tests are good.
Disconnect the left emergency stop button at the
frame cable bulkhead. While depressing the
reset switch, check for 12 volt power supply on
pin B in the frame bulkhead. Replace the wiring
between the bulkhead and the terminal bar if 12
volts are not indicated on pin B in the bulkhead.
wiring to its electrical system. Disconnect the wires

from the relay or switch and check for 12 volts from the
circuit breaker. Repair or replace the wiring between
the circuit breaker and the relay or switch if the circuit
breaker trips. If not, reattach the wires exiting the
switch or relay. Replace the solenoid coil if the circuit
breaker trips.
Symptom:
One of the hydraulic systems does not operate when
the emergency stop lamp is not illuminated.
1.
Loose wiring. Make certain the wiring is

connected between the solenoid coil and the
emergency stop relay K1. Also make certain the
ground connection for the relay coil is clean and
firmly connected to the machine frame.
2.
Defective solenoid coil on the relief manifold.

Check the solenoid coil for ohms of resistance
by removing the wires from the coil. The coil
should read approximately 8 ohms of resistance.
3.
Defective pump. Refer to the appropriate

troubleshooting chapter for the defective
hydraulic system.
Swap K1 relay
003-0019
5.
Defective K1 relay coil. Swap the K1 relay with

one known to be good. Depress the emergency
stop reset switch. If the emergency stop reset
light will stop illuminating after swapping has
occurred, replace the defective relay.
Symptom:
Machine controls will not operate. Emergency stop
lamp is not illuminated.
Tripped miscellaneous circuit breaker caused by a
short circuit in the wiring. Refer to the engine electrical
schematic for other electrical systems connected to
the miscellaneous circuit breaker. Disconnect the
wires from the auxiliary side of the miscellaneous
circuit breaker. Check both sides of the circuit breaker
for 12 volts. If 12 bolts are present on the battery side
of the breaker, but not the auxiliary side, replace the
circuit breaker.
If 12 volts are present on both sides, reconnect the
wires individually to the auxiliary terminal of the circuit
breaker. If the circuit breaker now trips, trace the
Network 06/02/04
5-44
Network 06/02/04
Engine Electrical Schematic-Cummins 4BT Elite

Engine Gauge Panel
Tachometer
Volt
Water
Meter Temperature
L3
Oil
Pressure
L2
L3
G
S I
G
S I
Hot
L3
Cold
Starter Relay
G
S I
G
S I
Starter
Coil
Cold
M
Starter
Motor
Oil Pressure
Switch
Hot
Battery
Alternator
C
NO
Temperature
Sender
Master Disconnect
Switch
OFF
Engine
Oil
Sender
ON
A
B
C
Cold
4-45
Hot
Travel
Micro
Switch
See Network Electrical

Drawing for more
Diode
8
NO
2
1
Fuel
Stop
Actuator
Fuel Relay
4
3
Hold in Coil-Red
Pull in Coil-Wht
Ground-Blk
6
NC
Ignition
Switch
Acc
Off
Run
Start
50
15
30
75
2
OFF
A
B
15A
Breaker 2
6
ON
Vibrator
Override
Switch

Drawing for more
See Emergency Stop Electrical

Drawing for more
033-3364.eps
Commander II
B
A
20A
Main Circuit
Breaker 1
4
5

Drawing for more
1
3
Vibrator
Solenoid
Coil
A
B
10A
Network Circuit
Breaker 3
Network 06/02/04
Engine Electrical Schematic-Cummins B4.5 Tier II

Engine Gauge Panel
Starter
Solenoid
Tachometer
Volt
Water
Meter Temperature
L3
Oil
Pressure
L2
L3
G
S I
G
S I
Cold
Hot
L3
G
S I
G
S I
Cold
Starter Relay
Starter
Motor
Hot
Oil Pressure
Switch
P
C
Battery
NO
G
Master Disconnect
Switch
OFF
Alternator
Temperature
Sender
Engine
Oil
Sender
ON
4-46
Travel
Micro
Switch
Fuel Stop
Solenoid
Diode
4
3
Drawing for more
8
NO
2
1
6
NC
Ignition
Switch
Acc
Off
Run
Start
50
15
30
75
2
OFF
A
B
15A
Breaker 2
6
ON
Vibrator
Override
Switch

Drawing for more
See Emergency Stop Electrical

Drawing for more
033-3410.eps
Commander II
B
A
20A
Main Circuit
Breaker 1
4
5

Drawing for more
1
3
Vibrator
Solenoid
Coil
A
B
10A
Network Circuit
Breaker 3
Commander II
13 Troubleshooting the Engine Electrical System
The engine electrical circuits receive +12 volt power
from the "hot" starter post and is routed to the battery
side of the 20 amp main circuit breaker. The battery
also supplies power to the hot terminals on the starter
relay and the fuel relay. The master disconnect switch
must be in the on position before power is available
to the electrical system.
Power is routed from the auxiliary side of the main
circuit breaker to the battery terminal on the ignition
switch labeled 15. When the ignition switch is in the
off position, power is not provided to the electronic
systems on the machine. When the key is rotated to
the start position, power is routed from terminal 15
through the ignition switch to terminal 30 and
terminal 50.
From terminal 50 power is routed to terminal 7 in the
micro switch. The micro switch acts as a safety start
switch and must be depressed to connect terminal 7
and terminal 8. From terminal 8, power is routed to
energize the starter relay and the fuel relay coils,
causing the engine to crank and activating the fuel
stop actuator pull-in coil. From terminal 30 power is
routed to the miscellaneous circuit breaker as well as
the fuel stop actuator to energize the hold-in coil.
When the pull-in coil and the hold-in coil are
energized, the fuel actuator is opened to allow fuel
flow to the engine for operation.
When the ignition switch is returned to the on
position, power supplied to the starter relay and fuel
relay is broken and the engine will no longer crank.
Power continues to be supplied from terminal 30 to
the hold-in coil on the fuel stop actuator so the engine
will remain running. Power is supplied to the network
controller 10 amp circuit breaker from the auxiliary
terminal (terminal 75) of the ignition switch.
After starting the engine, power is supplied to the oil
pressure switch by the alternator. When engine oil
pressure is high enough to close the pressure switch,
power is supplied to the engine gauges. The
alternator also charges the battery through a
connection at the hot terminal on the starter relay.
The vibrator override switch receives power on
terminal 3 from the auxiliary side of the miscellaneous
20 amp circuit breaker. Power is also supplied to the
emergency stop electrical system form the
miscellaneous circuit breaker (see Emergency Stop
Electrical Diagnostics for more information).
Network 06/02/04
The vibrator system is controlled by the micro switch

and the vibrator override switch. Power is routed from
terminal 3 on the override switch to terminal 3 on the
micro switch. If the micro switch is not depressed,
contact is broken between terminals 3 and 4. Since
the vibrator variable manifold solenoid valve is
normally closed, the vibrators will operate. If the micro
switch button is depressed, contact is made between
terminals 3 and 4 routing power to terminal 1 of the
override switch. If the vibrator override switch is in the
off position, terminals 1 and 2 are connected and
power energizes the vibrator solenoid causing the
vibrators to stop operation. With the vibrator override
switch is in the on position, the micro switch is
bypassed. Terminals 2 and 3 are connected on the
vibrator override switch and power energizes the
vibrator solenoid, causing the vibrators to stop
operation.
Symptom
All electronic controls inoperative.
Corrective Measures
1.
Battery discharged. Recharge as necessary.

Rear View of Ignition Switch
Red
+12 volts
15
To Micro
Switch
Blue
75
50
30
Black To Network
Circuit Breaker
Green
To fuel solenoid
Black To circuit breaker
951324.eps
Terminals on ignition switch

951324
2.
Defective ignition switch. Connect a jumper wire

between terminal 15 and terminal 30 on the
rear of the switch. If the controls now respond,
the switch is defective and must be replaced.
Symptom
Track, trimmer and vibrator systems do not operate.
Emergency stop lamp is not illuminated.
Corrective Measures
This indicates that the emergency stop system is not
working and power is not available to reset the system.
A tripped miscellaneous 20 amp circuit breaker could
be the cause of this symptom. Place the vibrator
override switch in the off position and rotate the
5-47
Commander II
travel variable speed control valve away from the
micro switch. Check both sides of the circuit breaker
for 12 volts. If 12 volts are not present on the battery
side, refer to the symptom, all electronic controls
inoperative. If 12 volts are present on the battery side
of the circuit breaker, but not on the auxiliary side,
disconnect the wires from the auxiliary side and
recheck for 12 volts. If 12 volt power is not present,
the circuit breaker is defective and must be replaced.
If 12 volts are present on both sides of the circuit
breaker, proceed as follows.
1.
vibrators stop operating, the micro switch or the

wiring between the micro switch and the vibrator
override switch is defective. Perform a
continuity check as follows to determine which to
replace.
Place the vibrator override switch in the on

position. If the circuit breaker trips, the wiring
between the override switch and the vibrator
solenoid valve coil may be defective or the
solenoid coil may be defective. Disconnect the
power wire at the vibrator solenoid coil. If the
circuit breaker trips, replace the wiring between
the override switch and the solenoid coil. If the
circuit breaker does not trip, replace the vibrator
solenoid coil.
The vibrator solenoid coil can be checked with
an ohm meter for 8 ohms of resistance with the
wires removed from the switch and the ground
lug. Remove the diode spliced between the
wires. Replace the coil if the reading is not
correct. If the reading is correct, check the
diode with an ohm meter. An ohm reading will
be evident in one direction through the diode,
but when reversing the leads an ohm reading
should not be evident. If an ohm reading is
evident in both directions, replace the diode.
The black wire in the diode is attached to the
power wire while the white wire is attached to
the ground wire.
Continuity check
033-3367
The micro switch may be checked using a volt

meter. Remove the front cover from the micro
switch and locate terminals 3 and 4. With the
ignition switch turned to the off position and the
micro switch button depressed, check for
continuity between terminals 3 and 4. If
continuity is not present, replace the micro
switch.
2.
If the circuit breaker did not trip with the override

switch in the on position, place switch in the
off position and depress the micro switch
button. If the circuit breaker trips, the micro
switch is defective and must be replaced.
2.
Defective emergency stop system. Refer to

troubleshooting the emergency stop system for
more information.
Note: The diode must be inserted between the

power and ground wires to prevent electrical
feedback interference with the network controller.
The black wire in the diode is connected to power
and the white wire is connected to ground.
3.
Symptom
Vibrators operate continuously.
Corrective Measures
1.
Micro switch is defective. Place the vibrator

override switch in the on position. If the
Network 06/02/04
Solenoid coil is defective. The coil can be

checked with an ohm meter for 8 ohms of
resistance with the wires removed from the
switch and the ground lug. Remove the diode
spliced between the wires. Replace the coil if
the reading is not correct.
5-48
Vibrator override switch is defective. Check for

12 volts on terminal 2 and 3 with the switch in
the off position. Replace the switch if 12 volts
are present on terminal 3 but not terminal 2.
Check for 12 volts on terminal 1 and 2 with the
switch in the on position and the micro switch
button depressed. Replace the switch if 12 volts
are present on terminal 1 but not terminal 2.
Commander II
4.
20 amp circuit breaker is tripped. Refer to the

previous symptom.
breaker trips. Replace the S2X if the circuit breaker

does not trip. Repeat the previous procedures when
reconnecting bulkhead plug number 21.
Symptom
Reconnect the wire from bulkhead plug J2 to the
auxiliary side of the circuit breaker. If the circuit
breaker trips turn the ignition key off and disconnect
the main control box at bulkhead plug J2. Replace the
cable connection to bulkhead J2 if the circuit breaker
continues to trip. Replace the main control box if the
circuit breaker does not trip.
No manual and/or automatic control of grade or

steering.
Corrective Measures
Symptom
Network controller does not operate.
Corrective Measures
1.
Tripped circuit breaker. Refer to the symptom,

no manual and/or automatic control of grade or
steering.
2.
12 volts is not present on the battery side of the

circuit breaker. Refer to the symptom, all
electronic controls inoperable.
Symptom
Network circuit breaker
033-3248
Tripped 10 amp circuit breaker caused by a short in

one of the automated control systems on the machine.
Locate and disconnect all the wires from the auxiliary
side of the 10 amp network circuit breaker. Check
both sides of the circuit breaker for 12 volts. If 12 volts
are present on the battery side of the breaker, but not
the auxiliary side, replace the circuit breaker.
Engine will not crank.

Corrective Measures
Micro switch button not depressed. Depress the
micro switch button.
2.
Battery discharged. Recharge as necessary.
3.
If 12 volts are present on both sides, reconnect the

wire from the junction box to the auxiliary side of the
circuit breaker. If the circuit breaker does not trip,
proceed to the last paragraph.
1.
Defective micro switch. Remove the cover from

the front of the micro switch. Place a jumper
wire between terminals 7 and 8. If the engine
will crank, replace the micro switch.
If the circuit breaker trips, disconnect bulkhead plug

number 10 providing power to the junction box. Turn
the ignition key to the on position. Replace the cable
between the circuit breaker and the junction box if the
circuit breaker trips. If it does not trip, disconnect
bulkhead plug number 17 and 21 from the junction box
and turn the ignition switch on. Repair or replace the
junction box if the circuit breaker trips.
If it does not trip, reconnect bulkhead plug number 17
to the junction box and turn the ignition switch on. If
the circuit breaker trips, disconnect the 18 pin packard
tower connector from the bottom of the S2X controller
and turn the ignition switch on. Replace the cable
between the junction box and the S2X if the circuit
Network 06/02/04
5-49
Commander II
Corrective Measures
Continuity check
033-3365
The micro switch may be checked using a volt

meter. Remove the front cover from the micro
switch and locate terminals 7 and 8. With the
ignition switch turned to the off position and the
micro switch button depressed, check for
continuity between terminals 7 and 8. If
continuity is not present, replace the micro
switch.
3.
4.
Defective ignition switch. Momentarily connect a

jumper wire between terminal 15 and terminal
50 on the rear of the ignition switch. If the
engine cranks, the switch is defective and must
be replaced.
Defective wiring between the ignition switch and
the starter. Momentarily connect a jumper wire
between the + terminal on the starter solenoid
and the terminal on the starter relay which has
the blue wire attached. If the starter engages,
the wiring is defective and must be repaired or
replaced.
5.
Oil pressure switch not closing to supply 12 volts to the

gauges. Refer to the Cummins Engine Manual for
procedures used to check the engine oil pressure.
Connect the wires on the oil pressure switch together.
Replace the oil pressure switch if the gauges respond.
Symptom
Engine cranks but will not start or engine stops in
middle of pour.
Corrective Measures
1.
Low fuel level. Fill fuel tank and prime the

engine.
2.
Contaminated fuel filters. Replace fuel filters as

indicated in the maintenance chapter.
Defective starter relay. Momentarily touch a

jumper wire between the positive + terminal on
the starter solenoid and the small terminal on
the top of the solenoid. If the starter engages,
the starter relay is defective and must be
replaced.
6.
Jumper wires on oil pressure switch

360531
Defective starter. Remove the starter and have

it checked by a qualified service center.
Symptom
Engine gauges will not work.
Check resistance of fuel stop actuator solenoids
071-0698
Network 06/02/04
5-50
Commander II
Note: Loose fan/alternator drive belts or a
defective alternator can cause faulty tachometer
readings. Adjust the belts as described in the
Maintenance chapter. Remove the alternator and
have it checked and repaired by a qualified service
center if necessary.
Check resistance of fuel stop solenoid

071-0506
3.
Defective fuel stop system. The Cummins Elite

engine is equipped with a dual coil fuel stop
actuator that can be measured for ohms of
resistance. Locate and disconnect the packard
connector. Place the common (-) lead on the
black wire (ground) in the connector. Place the
(+) lead on the red or white wire in the
connector. Each coil should read 14.5 ohms of
resistance. Call your nearest authorized
Cummins dealer for replacement information if
the reading is incorrect.
The Cummins B4.5 Tier II engine is equipped
with a fuel stop solenoid that can be measured
for ohms of resistance. Remove the wiring from
the solenoid coil and check the coil for 8.0 ohms
of resistance. Replace the coil if the reading is
incorrect.
Symptom
Tachometer indicated engine overspeed at maximum
throttle.
Corrective Measures
This is an indication that the tachometer may require
adjustment. Run engine at maximum speed. Insert a
small screwdriver through the adjustment hole in the
rear of the tachometer. Turn the adjustment screw
until the tachometer registers the same as the factory
adjustment for maximum rpm listed on the engine data
tag. For most accurate adjustment, check the engine
speed with a strobe or mechanical tachometer and
adjust the machine tachometer accordingly.
Network 06/02/04
5-51

Manual Gomaco

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The Worldwide Leader in Concrete Paving Technology

MACHINE SERIAL NUMBER:__________________________________

A "Danger"statement is of utmost importance and signals

A "Warning" statement is customarily used to indicate a

A "Caution" statement usually indicates a hazard that could

CHAPTER II CONTROL AND GAUGES

CHAPTER III CURB, GUTTER, & SIDEWALK SETUP

Content of Chapter ........................................................................................................................... 3-1

Lubrication and Maintenance Service Interval Chart ........................................................ 4-1

Gear Case Oils ............................................................................................................................ 4-4

Content of Chapter ........................................................................................................................... 5-1

CHAPTER VI STRINGLINE SET-UP

GENERAL SAFETY STATEMENTS

If fluid is injected into your skin, it must be treated by a

Read and understand the basic precautions listed in

Repair any loose or damaged fuel and oil lines, tubes

WARNING: DO NOT OPERATE THIS EQUIPMENT

Inspect all lines, tubes and hoses carefully. Do not

DANGER: DO NOT ALTER OR MODIFY THIS

-End fittings damaged or leaking.

WARNING SIGNS AND DECALS

-Evidence of kinking or crushing of the flexible

There are several specific safety signs or decals on

-End fittings displaced.

HIGH PRESSURE WATER

High pressure water can cause personal injury. When

At operating temperature, the engine coolant is hot

Any contact with hot coolant or steam can cause

Always use a board or cardboard when checking for a

Have a fire extinguisher available and know how to

Cooling system additive contains alkali. To prevent

When starting from an external source, always

Allow cooling system components to cool before

To prevent potential sparks from igniting combustible

Clean and tighten all electrical connections. Check

Wash hands after touching batteries and connectors.

Support equipment and attachments properly when

Always wear protective glasses when working with

Never attempt adjustments while the engine is running

FIRE OR EXPLOSION PREVENTION

Stay clear of all rotating and moving parts. Guards

All fuels, most lubricants and some coolant mixtures

Wear protective glasses when striking objects to avoid

Diesel fuel is flammable. Gasoline is flammable. The

CRUSHING OR CUTTING PREVENTION

Chips or other debris can fly off objects when struck.

Quick Reference Parts List

02 Engine Controls and Gauges

CONTINUOUS EXPOSURE TO ENGINE AND

Engine controls and gauges

Tachometer and Hour Meter: Electrically operated

Air filter restriction indicator

Air Filter Restriction Indicator: Monitors the amount

Engine Oil Pressure: Indicates engine oil pressure.

Master disconnect switch

Master Disconnect Switch: The master disconnect

Conveyor pressure gauge

Conveyor Pressure Gauge: Monitors the amount of

03 Hydraulic Controls and Gauges

Lift pressure gauge

Hold over pressure gauge (option)

Lift Pressure Gauge: Monitors the amount of

Form Hold-Over Pressure Gauge (Option):