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.

A "Danger"statement is of utmost importance and signals

! DANGER! ! severe injury or high probability of death to the user if proper
precautions are not taken.

A "Warning" statement is customarily used to indicate a

! WARNING! ! potential hazard which could result in serious personal
injury.

A "Caution" statement usually indicates a hazard that could

! CAUTION! ! 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 GOMACO’s 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 Content of Chapter ........................................................................................................................... 3-1
02 Curb and Gutter Form Preparation ................................................................................................. 3-1
03 Sidewalk Form Preparation ............................................................................................................. 3-5
04 Trimmerhead Preparation ................................................................................................................ 3-7
05 Mounting the Trimmerhead ............................................................................................................. 3-8
06 Mounting the Hydraulic Trimmerhead Lift Assembly ................................................................... 3-9
07 Mounting the Water Tank ............................................................................................................... 3-10
08 Mounting the Conveyor ..................................................................................................................3-11
09 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
10 Attaching golf cart path or sidewalk slipform molds.................................................................. 3-18
11 Mounting the sensors (standard) ................................................................................................. 3-20
12 Mounting the sensors (scab-on) ................................................................................................... 3-23
13 Preliminary Adjustments ............................................................................................................... 3-24
14 Final Adjustments .......................................................................................................................... 3-28
15 Pouring Operations ........................................................................................................................ 3-29

Lubrication and Maintenance Service Interval Chart ........................................................ 4-1

CHAPTER IV MAINTENANCE .............................................................................................. 4-3
01 Content of Chapter ........................................................................................................................... 4-3
02 Fuels .................................................................................................................................................. 4-3
03 Lubricants ......................................................................................................................................... 4-3
Engine Lubrication Oil ................................................................................................................. 4-3
Hydraulic Oil ................................................................................................................................ 4-4
1-3
 Commander II
Gear Case Oils ............................................................................................................................ 4-4
Grease ........................................................................................................................................ 4-4
04 Ten Hour or Daily Service ................................................................................................................ 4-4
05 Fifty Hour or Weekly Service .......................................................................................................... 4-7
06 150 Hour .......................................................................................................................................... 4-13
07 250 Hour Service ............................................................................................................................ 4-14
08 500 Hour Service ............................................................................................................................ 4-14
09 600 Hour or Annual Service .......................................................................................................... 4-15
10 Servicing Air Cleaner ..................................................................................................................... 4-18
11 Battery Service ............................................................................................................................... 4-19
12 Alternator, Regulator and Starter Service .................................................................................... 4-20
13 Adjusting Servo Valves .................................................................................................................. 4-21
14 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
15 Calibrating the Slope Sensor ........................................................................................................ 4-25

CHAPTER V TROUBLESHOOTING
01 Content of Chapter ........................................................................................................................... 5-1
02 Troubleshooting the Engine ............................................................................................................ 5-1
03 Troubleshooting the Hydraulic Reservoir System ........................................................................ 5-1
04 Conveyor Hydraulic Diagnostics .................................................................................................... 5-4
05 Troubleshooting the Trimmerhead System ................................................................................... 5-7
06 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 ............................................................................................................................ 6-1
02 Setting Straight Line ......................................................................................................................... 6-1
03 Setting Line for Radii ........................................................................................................................ 6-4
04 Positioning Stringline for Cross Slope Changes ........................................................................... 6-5
05 Setting the Line Under the Machine ............................................................................................... 6-6

1-4
 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

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.
Read and understand the basic precautions listed in
the safety section before operating or performing
lubrication, maintenance and repair on this equipment.
WARNING: DO NOT OPERATE THIS EQUIPMENT
UNTIL YOU HAVE READ AND THOROUGHLY
UNDERSTOOD 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.
WARNING SIGNS AND DECALS
There are several specific safety signs or decals on
your machine. Please take the time to familiarize
yourself with the safety signs.
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 sign’s 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.
HIGH PRESSURE WATER
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.
FLUID LEAKS
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
size leak, can penetrate body tissue, causing serious
injury, and possible death.
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.
Repair any loose or damaged fuel and oil lines, tubes
and hoses. Leaks can cause fires.
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:
-End fittings damaged or leaking.
-Outer covering chafed or cut and wire
reinforcing exposed.
-Outer covering ballooning locally.
-Evidence of kinking or crushing of the flexible
part of the hose.
-End fittings displaced.
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.
COOLANT
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.
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.

Remove the cooling system filler cap slowly to relieve
pressure.
Cooling system additive contains alkali. To prevent
personal injury, avoid contact with the skin and eyes
and do not drink.
Allow cooling system components to cool before
draining.
BATTERIES
Battery electrolyte contains acid and can cause injury.
Avoid contact with the skin and eyes.
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.
Always wear protective glasses when working with
batteries.
FIRE OR EXPLOSION PREVENTION
All fuels, most lubricants and some coolant mixtures
are flammable.
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.
1-12
1-12
Commander II
Have a fire extinguisher available and know how to
use it. Inspect and have it serviced as recommended
on the instruction plate.
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.
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.
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.
CRUSHING OR CUTTING PREVENTION
Support equipment and attachments properly when
working beneath them.
Never attempt adjustments while the engine is running
unless otherwise specified in this manual.
Stay clear of all rotating and moving parts. Guards
should be in place whenever maintenance is not being
performed.
Wear protective glasses when striking objects to avoid
injury to your eyes.
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.
 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

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 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

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!
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
02 Engine Controls and Gauges
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.
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
! 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.
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.
 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 Conveyor pressure gauge
033-3219b
electrical circuits is disconnected and the circuits will Conveyor Pressure Gauge: Monitors the amount of
not operate. When the switch is turned to the “on” pressure required to operate the charging conveyor.
position, a ground is provided to the electrical circuits, Amount of pressure required will depend on the
allowing them to operate. The switch must be in the amount of concrete on the conveyor. Normal
“on” position during normal operation. operating pressure range is 500 to 1800 psi (34 to 124
bar). Relief pressure setting for the conveyor system
Notice: To minimize the potential of electrical
is 2150 psi (148 bar).
system damage, disconnect the battery cables
from the battery before welding any part of this
machine.

03 Hydraulic Controls and Gauges

Lift pressure gauge

033-3219c
Lift Pressure Gauge: Monitors the amount of
hydraulic pressure available for machine grade
(elevation) and steering control. Normal lift pressure is
Hold over pressure gauge (option) 1600 psi (110.3 bar).
033-3219a
Form Hold-Over Pressure Gauge (Option):
Note: If lift pressure drops below 1000 psi (69
Monitors the amount of pressure applied to the
bar), machine control may become slow.
hydraulic cylinder holding the rear of the slipform mold
over in contact with an existing concrete surface for
scab on placement.

Vibrator pressure gauge

033-3219d
Vibrator Pressure Gauge: Monitors the amount of
Track pressure gauges pressure required to operate the vibrator circuit.
033-3219g
Amount of pressure required will depend on the

2-2

number of vibrators being operated and their speed.
Normal operating pressure range is 500 to 1500 psi
(34 to 103.4 bar).
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.
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.
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 195°F (90.5°C),
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
2-3
Commander II
on the various systems to maintain pressure below
relief setting.
Note: Excessive oil temperature may cause
serious damage to components.
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.
Conveyor control valve
033-3183b
! 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
 Commander II

the belt and then turn it 1/2 turn to clean the opposite Note: The auxiliary travel/vibrator selector valve
side. Do not allow the conveyor to run continuously must be in the “vibrator” position and the vibrator
when cleaning. 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! ! ! DANGER! !
BE CERTAIN THAT THE AREA IN FRONT OF, AND TO PREVENT SERIOUS INJURY, OR DEATH, BE
BEHIND THE MACHINE IS CLEAR BEFORE CERTAIN THAT THE TRIMMERHEAD AREA IS
MOVING THE MACHINE. MOVE THE MACHINE CLEAR BEFORE STARTING THE
SLOWLY WHEN LOADING OR UNLOADING IT. BE TRIMMERWHEEL. STAY CLEAR OF THE
CERTAIN THAT THE AREA AROUND THE TRIMMERWHEEL AND DISCHARGE AUGER WHEN
MACHINE IS CLEAR BEFORE TURNING. THE ENGINE IS RUNNING. STOP THE ENGINE
BEFORE PERFORMING ANY SERVICE WORK ON
Travel Directional Control Valves: Controls the THE WHEEL UNLESS OTHERWISE INSTRUCTED.
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.

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

Hold over cylinder option
033-3084
Hold over control valves
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.
Note: The holdover is an optional system,
however, the main control valve is installed on the
machine.
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
Hold down cylinder
033-3081
Hold down control valves
033-3179
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.
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.

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 it’s
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.
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 it’s lateral position
when the valve is allowed to return to center.
2-7
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.
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
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.

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.
Conveyor lift control valve
033-3201
2-8
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.
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.
 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.
TO PREVENT SERIOUS INJURY, OR DEATH, BE
CERTAIN THAT ALL PERSONS ARE CLEAR OF
THE TRIMMER/AUGER, CONVEYORS AND
TRACKS BEFORE ACTIVATING THE RELAY.
Network control panel
Emergency Stop Reset Switch: Used to reset the NET-0058
emergency stop relay when one of the emergency The network control panel is designed to provide
stop buttons has been depressed. The reset switch access to all functions required for normal paving
must be depressed whenever the emergency stop operations. Additional functions are accessed with the
reset indicator light is illuminated. The emergency switches that are located under the cover at the
stop button must be reset to the out position prior to bottom of the panel. The panel consists of three
depressing the emergency stop reset switch. Place all individual leg modules, a main control module, the
hydraulic controls in the “off” or “neutral” position smart steer panel, an all jog switch and a warning light.
before resetting the emergency stop circuit.

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

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.
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
2-10
Commander II
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.
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

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.
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.
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
Commander II
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
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.
Note: The ENG (engine) and HYD (hydraulic)
switches are currently inactive. The STORE
switch is used when in the SET mode.

Sensitivity switches
031-0148a
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.
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.
2-12
Commander II
Calibrate Switch
031-0148b
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.
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.

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.
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
2-13
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.
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.
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)

poured since the total was last cleared and could
include several days of pouring.
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
033-3343
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.
2-14
Commander II
ELEV SENSITIVITY
use jogs to adjust
033-3345
Elevation sensitivity displays
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.
STEER SENS jog to adjust
Steer Gain = 10
033-3346
Steer sensitivity display
033-3346
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.

Calibrate Displays
SYSTEM CALIBRATION
LAST or NEXT for more
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.
CAL: press +/- to adjust
ALARM MODE = LAMP & HORN
360296
Alarm display
360296
Depressing and releasing the NEXT switch will select
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.
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.
2-15
Commander II
CAL: press +/- to adjust
UNITS = METRIC
360297
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.
CAL: press +/- to adjust
MACHINE WIDTH = 1005 cm
033-3342
Machine width display
033-3342
Depressing and releasing the NEXT switch will select
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).
CAL: press +/- to adjust
GRADE WANDS = PULL
360298
Grade wand display
360298

Depressing and releasing the NEXT switch will select
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.
CAL: press +/- to adjust
STEER WANDS = PUSH
360299
Steer wand display
360299
Depressing and releasing the NEXT switch will select
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
selected when it is displayed.
CAL: press +/- to adjust
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
2-16
Commander II
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
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.
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.
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

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
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.
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
2-17
Commander II
(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.
Sensitivities on control loop
033-3204
Sensitivity settings can be checked by depressing and
releasing either the ELEV (elevation) or STEER
sensitivity switches under the service panel.
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.
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.
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.
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.
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
2-18
Commander II
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
033-3338
Switch test display
033-3338
Depressing and releasing the NEXT switch will bring
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.

DISPLAY TEST:
check segments on meters
033-3337
Meter segment display
033-3337
Depressing and releasing the NEXT switch will bring
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.
Test Displays
Lt:PWR SNSR FrVLV RrVLV
12.07V 4.98V 0.00V-0.00V
033-3336
LF:FGR Fr ST Rr GR Rr ST
2.50V 2.51V 2.48V 2.49V
033-3335
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
2-19
Commander II
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
Elevation Valve .................................... 0.0 to ±4.10
Steer Valve .......................................... 0.0 to ±4.10
System Diagnostics
The network controller is capable of self and system
diagnostics. It will detect the following:
1. Low battery voltage
2. Incorrect sensor signals
3. Opens and shorts in wiring
4. Lost stringline
5. Location of faults
6. Program faults
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
 Commander II

PANEL SENSOR PWR FAILURE—This message to be good. If the problem is corrected, the sensor is
refers to a problem with voltage being provided to the at fault and must be replaced. If the problem is not
manual steer dial on the control panel as well as corrected by swapping the sensor, swap the cord
sensor power for the emergency bypass system. If between the sensor and the bulkhead plug. If the
sensor voltage drops below 4.75 volts or increases problem is not corrected by swapping the cord,
above 5.25 volts the main control module display will disconnect the cable between the bulkhead plugs and
alternate the message “panel sensor pwr failure” with the DC2, at the DC2 controller. Swap the cable to one
the normal operating display. The machine can be of the other DC2 controllers. If the problem transfers
operated in the manual mode only. 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
Note: The working voltage range for the slope
= 6.88V RANGE= 9.0-16.0V sensor is 0.25 to 4.75 volts.
033-3348
Battery voltage failure
033-3348
BATTERY VOLTAGE FAILURE—This 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 RANGE—If 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 Install bypass cable connection
the normal operating display. The display will show 033-3193 & 033-3194
the current voltage reading and the “in range” voltage. Notice: If the machine is equpped with black S2X
The output voltage drive to the corresponding servo controllers, the bypass cable will not function and
valve will shut down, holding the appropriate cylinder is not supplied with the machine. If the machine is
in position. The appropriate control loop must be in equipped with blue DC2 controllers, the bypass
the automatic (A) mode and the main control module cable will function as follows.
must be in the run (R) mode prior to reading a fault of
this type. To check, swap the sensor with one known

2-20

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.
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 GRADE OFF STRINGLINE
= 1.29V RANGE=1.5-3.5V
360318
Off stringline
360318
OFF STRINGLINE—If 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.
LF SENSOR POWER FAILURE
VALID RANGE = 4.75-5.25V
360319
Sensor power failure
360319
SENSOR POWER FAILURE—This 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
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.
LF BATTERY POWER FAILURE
VALID RANGE = 9.0-16.0V
360320
Battery power failure
360320
BATTERY POWER FAILURE—This 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.
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 ELEV SERVO SHORT
VALID RANGE = 5-25 ohms
360321
Elevation servo short
360321
SERVO SHORT—If 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.
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.
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.
STEER SERVO OPEN
VALID RANGE = 5-25 ohms
033-3347
Steer servo open
033-3347
2-22
Commander II
SERVO OPEN—If 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.
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.
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 DC2 NOT RESPONDING
360323
DC2 controller not responding
360323
DC2 CONTROLLER NOT RESPONDING—If 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
 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.

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.

Note: The bypass cable only allows operation of Depress micro switch button to crank engine
the machine if one DC2 controller has failed. If 033-3183e

more than one has failed it will not be possible to
operate the machine until repairs have been
accomplished.
05 Moving the Machine
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.

Before starting the engine, all oil and coolant levels

should be checked. The machine should also be
greased as specified in the Maintenance chapter.
! CAUTION! !
CONTINUOUS EXPOSURE TO ENGINE AND
Position all hydraulic control levers in the “neutral” or
MACHINE NOISE CAN CAUSE HEARING INJURY.
“off” position.
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 Raise machine with all jog switch
033-3186a
increase speed above 1000 rpm for one minute to To move the machine, or to load or unload it, increase
allow engine oil pressure to increase, especially on engine speed to 2150 rpm (maximum). Using the all
turbocharged engines. jog switch, raise the machine high enough to clear
obstacles.

2-23

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.
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”.
2-24
Commander II
! 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.
USE CAUTION WHEN TRAVELING DOWN
EMBANKMENTS TO AVOID TIP-OVER. BE
CERTAIN THAT THE AREA AROUND THE
MACHINE IS CLEAR BEFORE TURNING.
Travel controls set for forward travel
033-3058a
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.
 Commander II

CHAPTER III CURB, GUTTER, & Place a 4 feet (1.2 m) straight edge from the rear of
SIDEWALK SETUP the stainless trowel section, up into the main form.
Adjust the rear of the stainless until there is an 1/8 inch
01 Content of Chapter (3 mm) gap between the rear edge of the main form
and the straight edge Tighten the adjustment nuts
This chapter covers instructions for the preparation of securely.
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!

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
02 Curb and Gutter Form Preparation
Straight edge in top of curb
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.
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

Curved vibrators in barrier curb
001-1759
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.
Straight vibrators in barrier curb 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.
3-2
Commander II
Straight vibrators in curb and gutter form
033-3059
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
001-1761
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
 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

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.
Note: Sideplate measurements may vary depending on the height
of the curb and concrete mix designs.
3-4
Commander II
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: 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.

03 Sidewalk Form Preparation
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.
3-5
Commander II
Note: If the width of the sidewalk exceeds 6 feet
(1.83 m), an auger must be installed in the form
hopper.
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.

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 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.
3-6
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.
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 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.

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.
04 Trimmerhead Preparation
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
3-7
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.
! 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.
Install insert and end sections
001-1769
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.
 Commander II

05 Mounting the Trimmerhead

Connect trimmer drive hoses

Machine positioned behind trimmerhead
033-3206
! DANGER!
TO PREVENT SERIOUS INJURY, OR DEATH, BE
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.
033-3062
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
entering the hydraulic system.

3-8

Notice: Do not place quick couplers in the case
drain line. Excessive back pressure caused by
quick couplers may cause trimmer gearbox seal
failure.
Connect trimmer shift hoses
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 assembly
033-3310
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
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
3
2
4
033-3349
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.
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.

07 Mounting the Water Tank
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.
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.
3-10
Commander II
Connect water pump drive hoses to vibrator circuit
033-3067
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
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.

08 Mounting the Conveyor
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.
Set the conveyor boom assembly down over the pivot
mast. Swing the boom assembly towards the front of
the machine.
Connect conveyor lift hoses
033-3387
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.
3-11
Commander II
Note: Do not connect the conveyor lift hoses on
the machine together if the conveyor boom
assembly is removed.
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.
Note: The pivot arm may be rotated to facilitate
the placement of concrete in a variety of slipform
mold hoppers.
Attach the pivot arm spacer
033-3395
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.

Install the conveyor
033-3408
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.
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.
3-12
Commander II
Install conveyor hanger bracket
033-3404a
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.
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.
 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 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
Install discharge shield on conveyor turnbuckle is in place, adjust the drawbar until it is
033-3071
Install the deflector chute belt by hooking the pins on parallel to the machine frame.
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.

3-13

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 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
3-14
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 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 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
 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

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.
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 hold-
down 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 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
Hold down trolley in place
drawbar with the drawbar on the back of the mold 033-3081
hopper. It may be necessary to lower the machine Using the form hold-down control valve, extend (lower)
drawbar if the trimmerhead prevents lowering the the hold-down cylinder until the trolley wheels contact
machine enough. Slowly drive the machine forward the hold-down bar on the rear of the form. Place the
and make certain the machine drawbar slips in locking latches under the hold-down bar and secure
between the plates on the form drawbar. them in place with the pins and cotter keys. It may be
necessary to turn the adjustment nuts on the hold-
The lateral positioning of the form will be determined down limiting rods to the end of the rods to allow the
by the width of the form, and also by whether or not cylinder to extend enough.
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
If the hold-down cylinder will not extend far enough to
contact the hold-down, it may be necessary to lower
Insert drawbar pin the hold-down assembly on the mount. The cylinder
033-3080 trunnion mount can also be lowered in the assembly.
Align the hole in the drawbar on the mold with the The hold-down cylinder should be adjusted so that it is
appropriate hole in the drawbar on the machine. Insert near mid stroke during pouring operations.
the drawbar pin.

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 hold-
down. 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
entering the hydraulic system.
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 hold-
down 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
entering the hydraulic system.

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

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.
Hold down mount brackets
033-3273 & 033-3274
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.
3-19
Commander II
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.
Install hold down turnbuckles
033-0050
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.

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.
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.
3-20
Commander II
Install sensor pivot mounts and braces
033-3088
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.
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.
 Commander II

Fr Pull/Rr Push
#2 Front
#1 Front Grade Rear Grade
Grade Sensor Sensor
Sensor (Optional)

Fr Push/Rr Pull
#2 Front
#1 Front Grade Rear Grade
Grade Sensor Sensor
Sensor (Optional)

Fr Push/Rr Push
#2 Front
#1 Front Grade Rear Grade
Grade Sensor Sensor
Sensor (Optional)

Fr Pull/Rr Pull
#2 Front
#1 Front Grade Rear Grade
Grade Sensor Sensor
Sensor (Optional)
32DWG10

Grade sensor wand mount positions

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.
33DWG10
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 #2 Steer
Sensor

Mount sensors and wands Forward

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 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

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).

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.

001-2117
Adjust spring tension
! CAUTION! !
Adjust the spring tension on the sensor hubs to hold
WHEN THE SENSORS ARE DISCONNECTED,
the wand firmly in contact with the guideline, but not
PLACE THE DUST CAPS OVER THE ELECTRICAL
tight enough to deflect the line. Check for correct
PLUGS TO KEEP MOISTURE AND DIRT OUT.
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 CAL: press +/- to adjust
sensor spring tension is too tight. Loosen the tension GRADE WANDS = PULL
slightly. Note the position of the line on the steering
wand. Pull the grade sensor wand down, away from 003-0079
the line and note the movement of the line on the Grade sensor mode selection
steering wand. If the movement exceeds 1/8 inch (3 NET-0043

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.
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

CAL: press +/- to adjust
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”.
CAL: press +/- to adjust
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.
3-23
Commander II
12 Mounting the sensors (scab-on)
! 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.
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
 Commander II

“thumbscrew” securely. The grade wand is placed on 13 Preliminary Adjustments

the track yoke for “lock to grade” operation.

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
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.

! CAUTION! !
Grade ski LOOSEN THE BOLTS IN THE BOTTOM OF THE
360548 TUBE BEFORE REPOSITIONING THE LEG.
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
Trimmerhead extended past left edge of form
imperfections. Any imperfections in the running 033-3095
surface may be transferred into the finished product. Using the trimmerhead shift control valve, shift the
Keep the grade sensor as close to the edge of the slab trimmerhead to the left. The left edge of the
as possible. trimmerhead should protrude out past the outer edge
of the slipform mold by approximately 3 inches (76
Note: A grade skate/ski should always be mm).
dragged by the sensor to prevent damage to the
sensor if the skate/ski should catch on any
obstacle.
3-24

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.
3-25
Commander II
Adjust sensors to guideline
033-3231
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
 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.

Adjust sensor spring tension
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.
Scab on sensors
360548
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

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 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.
3-27
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).
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
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

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.
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
3-28
Commander II
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.
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

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.
Note: If the grade must be lowered, it will be
necessary to have the machine moving forward
slowly.
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.
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.
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
Commander II
approximately 1/8 inch (3 mm) from the roadway, or
curb, edge.
15 Pouring Operations
LF:FGR Fr ST Rr GR Rr ST
2.50V 2.51V 2.48V 2.49V
033-3335
Center the rear steer sensor
033-3335
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.
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 Pour started from existing curb
001-1874
m) beyond the starting point of the pour, if possible
If the pour is to start from and existing curb and gutter,
and stop the machine. Place the forward/reverse steer
or sidewalk, it will first be necessary to be certain that
switch in the “forward” position. Place both travel
the grade at the end of the existing product is correct.
directional control valves in the “forward” position.
The grade at the end of the existing product to a point
Using the jog switches on the front and rear grade
at least 10 feet (3.05 m) beyond the end must be at
control loops, lower the machine until the trimmerhead
grade to 1/2 inch (13 mm) low. Back the machine to
and slipform mold are lightly resting on the grade.
the start of the pour, as previously described, until the
Place the grade sensor wands under the guideline and
rear of the slipform mold is against the existing
the steering sensor wand on the machine side of the
product.
guideline. Place the “steering assist” switch on current
machines in the “straight” position if pouring straight Note: The slipform mold will not fit over the
sections. Place the switch in the “radius” position if product that was poured with it at a previous time.
pouring around radii. Move the trimmerhead control Concrete slump causes the product to expand
valve to the “forward” position. Notice the position of wider than the slipform profile.
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 Starting pour
033-3110
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 PLACE OIL ON THE OPERATORS
! CAUTION! ! PLATFORM, OR THE BOARDING LADDER, AS IT
MAY CAUSE THEM TO BECOME VERY SLIPPERY.
DO NOT ALLOW THE ENTIRE WEIGHT OF THE INJURY MAY RESULT IF SLIPPAGE OCCURS.
MACHINE TO REST ON THE SLIPFORM MOLD AS
IT COULD BE DAMAGED. 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 pressure is too high, the top surfaces will appear to
belt as it could cause slippage. “puff up” as the concrete slips from under the form. If
the hold-down pressure is too low, the stainless
GOMACO TIP: Place plastic or burlap over the troweling section will appear to leave the concrete,
trimmerhead assembly directly below the conveyor causing the top surface to appear streaked. Adjust the
to aid in cleanup at the end of the day. 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 Check cross slope of product
concrete into the form, it may be possible to fill the 3111

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.
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 hold-
down pressure by turning the hold-down pressure
control valve clockwise to increase pressure, or
counterclockwise to decrease pressure, to hold the Check grade of product
033-3111
form in firm contact with the concrete. If the hold-down

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 trimmer-

head. 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

subgrade to be trimmed during pouring opera-
tions 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 con-
crete 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 impor-
tant 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.
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.
3-33
Commander II
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
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.

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.
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.
During trimming and pouring operations, it is normally
recommended to trim no more than 1 to 1 1/2 inches
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 pre-
trimming should be removed in some manner.
Low grade boil out
3120
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.
3-34

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.
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.
3-35
Commander II
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.
! 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
 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
Mark Sensors
left by the trimmerhead and continue to pour forward, 033-3286
until the front of the form hopper is against the end of The sensors should be removed before washing the
the existing product. Place the hold-down control machine. It is advisable to mark the sensor location
valve in the center (neutral) position and the on the mounts prior to their removal. This will speed
trimmerhead control and the conveyor control valves in setup time if the pour is to be continued at a later date.
their “off” position. Place the vibrator override switch Be certain to place protective dust caps over/in the
(on current machines) in the “on” position, or push the electrical plugs to keep moisture and dirt out.
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.

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 50 Hour 250 Hour 500 Hour 600 Hour

Check E-stop operations •

Check engine oil level •

Grease auger bearings •

Clean engine compartment •

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 •

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 03 Lubricants

01 Content of Chapter Effective use of the proper lubricating oils and grease
is perhaps the most important step towards low
This chapter contains detailed instructions for the upkeep cost, long machine life and satisfactory
lubrication and adjustments necessary for trouble free service. Use only lubricants specified in this section.
operation of the Commander II. The services listed for Apply them at the intervals and according to the
the engine is basic services only. Refer to the engine instructions in this chapter.
service manual for more detailed instructions. It is
advisable to perform all lubrication checks and Engine Lubrication Oil
services prior to initial machine setup.
Cummins Engine recommends the use of multigrade
Instructions for the servicing of the battery, charging oils in their engines, using the following requirements:
system, fuel system, engine cooling system, engine
lubrication system and the machine hydraulic systems 1. Use of 15W40 or 20W40 in temperatures above
are included in this chapter. Also included are 14° F (-10° C).
instructions for adjusting the pressures of the various
2. Use of 10W30 in temperatures below 14° F (-10°
hydraulic circuits and instructions for adjusting the
C).
steering and slope systems. Pay particular attention
to all safety statements. 3. The lubricant shall meet the performance
requirements shown in service classifications
CC/CD (equivalent to MIL-L-45199B).
NOTICE
4. A maximum sulfated ash content of 1.85% by
WARNING! weight. Refer to the Cummins engine operators
DO NOT OPERATE THIS EQUIPMENT UNTIL
YOU HAVE READ AND THOROUGHLY manual for further information.
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
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

04 Ten Hour or Daily Service

HYDRAULIC OIL CONVERSION CHART
AMOCO MOBIL
AMOCO AW 46 DTE 25
! WARNING! !
RYKON OIL #46
PHILLIPS A DEFECTIVE EMERGENCY STOP SYSTEM MAY
ARCO * CAUSE SEVERE INJURY OR DEATH. DO NOT
MAGNUS A OIL 46
ARCO DURO AW 46 OPERATE THE MACHINE WITH AN INOPERATIVE
SHELL EMERGENCY STOP SYSTEM. CHECK THE
CHEVRON
TELLUS 46 EMERGENCY STOP SYSTEM FOR PROPER
EP HYD OIL 46 WORKING ORDER BEFORE BEGINNING PAVING
STANDARD OIL (OHIO)
CITIES SERVICE OPERATIONS.
INDUSTRON 48
PACEMAKER XD46
SUN
CONOCO
SUNVIS 747
SUPER HYD OIL 46 SUNVIS 821 WR
EXXON TEXACO
NUTO 46 RANDO OIL HD 46
GULF UNION 76
HARMONY 46AW UNAX AW 46
KENDALL * GOMACO Standard Oil

047 EP
M-D-999-007

Hydraulic oil chart

Hydraulic Oil
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 E-stop light
033-3236
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

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.
033-3126
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
Check the air filter restriction indicator. If the red line
is in the window, the air filter element must be
Clean engine compartment replaced. Refer to the air filter service section for
001-2167
replacement instructions. To reset the restriction
Check and clean the engine compartment, radiator
indicator, push in on the button on the bottom of the
core and oil cooler core if necessary. The engine
indicator and release it.
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.

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
Fill fuel tank multipurpose, high temperature grease be used in this
033-3127 location.

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

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

! 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
Grease trimmer gearbox 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

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 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.
4-7
Commander II
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.
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.
 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. Grease yoke pins
033-3221
Grease the track pivot yoke pins until grease is
Check the tension of the auger drive chain by expelled from between the guide tube and the yoke.
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.

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

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
360030
! WARNING! ! Note: Do not add water in freezing weather
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
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 battery electrolyte level
001-2018
! 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.
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.

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.
Adjust conveyor belt tension
033-3199
! WARNING!
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.
Commander II
Adjust idler pulley for belt alignment
033-3191a
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.
Replace belt wiper
! 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! !
TO PREVENT SERIOUS INJURY, OR DEATH, KEEP TO PREVENT SERIOUS INJURY, OR DEATH, KEEP
HANDS, FEET AND CLOTHING CLEAR OF HANDS, FEET AND CLOTHING CLEAR OF
ROTATING TRIMMERWHEEL. IT IS ROTATING TRIMMERWHEEL. IT IS
RECOMMENDED TO HAVE SOMEONE AT THE RECOMMENDED TO HAVE SOMEONE AT THE
OPERATORS STATION TO STOP THE OPERATORS STATION TO STOP THE
TRIMMERWHEEL IN CASE OF EMERGENCY. TRIMMERWHEEL IN CASE OF EMERGENCY.
The trimmer wheel is properly adjusted when the teeth The trimmer wheel can also be adjusted during
are 1/4 in. to 3/8 in. (6 to 10 mm) below the cutting trimming operations by observing the finished grade
edge of the moldboard. behind the machine. When trimming, teeth marks
should be slightly visible in the subgrade. If teeth are
One way to adjust the trimmer wheel is to position the
set more than 3/8 in. (10 mm) below the moldboard,
machine on a flat, level, concrete or asphalt surface.
excessive loose material will be left on the subgrade.
Place a 6 in. x 6 in. x 3/8 in. (150 mm x 150 mm x 10
If the teeth are set above the moldboard, increased
mm) steel plate under each end of the trimmerhead
tractive pressure will result as well as a poorly finished
moldboard. Lower the machine until the moldboard
subgrade. If the teeth are set above the moldboard, it
rests on the plate. Make certain the machine frame is
can cause the machine to “kick” sideways, creating
parallel to the surface it is setting on. Allow the engine
steering problems. Trimmer wheel adjustment must
to run at the lowest speed and move the trimmerhead
be made to compensate for tooth wear. Adjust the
control valve to the “forward” position.
trimmer wheel height as previously described.
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! !
TO PREVENT SERIOUS INJURY, OR DEATH, BE
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 Grease conveyor pivot mount
from wearing also. Stop the engine. Place a punch 033-3175
against the rear of the tooth shank and drive it out from Grease the conveyor pivot mount until grease is
the rear. Set a new tooth in place in the holder and expelled from the top of the pivot mount weldment.
place the special driver tool (GOMACO part # GT80-
119) 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.

06 150 Hour

Perform all 10 and 50 hour lubrication and periodic

services.

Check tension of wear pads

033-3041
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
Grease hold-down trolley
033-3143 over tension the wear pads. Excessive wear pad
Grease each of the trolley wheels on the hold down tension produces too much friction and prevents the
assembly until grease is expelled from between the elevation leg from moving up or down.
shaft and the wheel.

4-13

07 250 Hour Service
Drain engine oil
001-2039
! WARNING! ! given in the lubricating oil specification section of the
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 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.
4-14
Commander II
Fill engine with oil
033-3213a
Replace the drain plug and refill the engine with the
proper grade of oil in accordance with the instructions
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
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.

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.
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.
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
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.
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.
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.
 Commander II

High pressure lift filter element

001-2059
Main hydraulic filter assembly Note: The high pressure lift filter element should
033-3150a
Remove the four bolts in the filter canister head to be replaced after the first 50 hours of operation
allow the canister to be removed. Remove the two and then annually, or whenever the filter pressure
filters and separate them, saving the coupler that is indicator on the filter head is popped up with the
between them. The old filters should be discarded and hydraulic oil at operating temperature.
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 Change oil in torque hub gearbox
071-0025
are to be replaced.

Note: The sump filters should be cleaned any ! WARNING! !

time that the main filter elements are replaced. MOVING TRACKS CAN CAUSE SERIOUS INJURY.
The sump filters need to be replaced only if BE CERTAIN THAT NO ONE IS NEAR THE TRACK
damaged. 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 Change oil in pump drive gearbox
hydraulic oil properly. Refill the hydraulic system with 033-3177

the proper hydraulic oil. Drain the gear oil from the pump drive gearbox on the
rear of the engine and discard the oil properly. Refill

4-17

with clean new EP-90 gear oil. To drain, remove the
drain plug located in the bottom of the gearbox.
Conveyor drive gearbox drain plug
360030
Drain the gear oil from the conveyor drive gearbox and
refill with clean new EP-90 gear oil.
Note: The conveyor drive gear oil should be
changed after the first 50 hours of operation.
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 EP-
90 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.
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.
4-18
Commander II
Check oil level in track idler
001-2067
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 EP-
90 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 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
Remove the air filter
033-3135
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

the air cleaner to the engine. Connections should be
air tight at all times.
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.
Clean element with air
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.
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
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).
11 Battery Service
Batteries
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
operator’s seat. When replacing the battery, discard
the old battery properly.
 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.

Badly pitted battery terminal
052-0226
! CAUTION! ! jumper cable to the positive (+) terminal of the dead
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.
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.
! 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.
When connecting a booster battery, if necessary for
cold weather starting, connect one end of the first
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.
12 Alternator, Regulator and Starter Service

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
001-2075
Use a battery hydrometer to check the specific gravity
The alternator supplies electrical current for charging
of the electrolyte in each battery cell. A fully charged
the battery and ample electrical power to the electronic
battery will have a specific gravity of 1.260. Charge
controls. The built-in regulator in the alternator
the battery if the reading is below 1.215.
controls the voltage output. If for any reason the wires
Keep the battery clean by washing it off whenever dirt must be disconnected from the alternator, mark them
build up is excessive. If corrosion is present around so that they can be reconnected properly. Use the
terminal connections, remove them and wash with following precautions to prevent damage to the
ammonia solution or a solution consisting of 1/4 lb. alternator and/or regulator:
(0.11 kg) baking soda added to one quart of warm
1. An alternator is never to be polarized. Never
water. Make certain the vent caps are tight to prevent
ground any alternator terminals or circuits.
solution from entering the cells. After cleaning, pour
clean water over the battery and surrounding area to 2. Always disconnect the battery before discon-
wash the solution away. Check vent cap breather necting or connecting the alternator. Never
openings to make sure they are open. disconnect the alternator with it operating. Be

4-20
 Commander II

certain the wiring is properly connected before access plug to gain access to the adjustment
connecting the battery. screw.

3. Always connect a booster battery in the proper 2. Turn the servo centering screw on the proper
polarity. Negative to negative and positive to servo valve until the corresponding cylinder stops
positive. 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 oppo-

site 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. Trimmer relief valve (with emergency stop)
033-3225
Proceed as follows:

1. Place the circuit to be adjusted in the manual

mode. Run the engine at 1500 rpm. Remove the

4-21

Trimmerhead Pressure
! CAUTION! !
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.
4-22
Commander II
Conveyor Pressure
Conveyor relief (withemergency stop)
033-3263
! CAUTION! !
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 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).

Note: Be certain to replace the aluminum seal
washer between the acorn nut and the jam nut if
so equipped.
Tractive Pressure
Swapping track and conveyor relief cartridges
033-3160
Track relief (with emergency stop)
033-3254
! CAUTION!
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.
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
Commander II
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).
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.
!
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 Vibrator relief (with emergency stop)
033-3253
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
! CAUTION! !
the engine speed to maximum. If adjustment is DO NOT STALL A SYSTEM WITH AN UNKNOWN
necessary, loosen the jam nut and turn the adjusting RELIEF PRESSURE SETTING. IF THE PRESSURE
screw out to increase pressure, or in to decrease SETTING IS TOO HIGH, SERIOUS MACHINE
pressure. Tighten the jam nut securely. DAMAGE MAY OCCUR. WHEN CHECKING A
RELIEF PRESSURE SETTING, TURN THE
Vibrator Pressure ADJUSTMENT SCREW OUT 3 OR 4 TURNS
BEFORE STALLING THE SYSTEM.

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
Adjust main vibrator pressure variable travel control valve in the “increase” direction
001-2084 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 reading should be 1600 psi (11040 kPa). If adjustment
decrease the pressure. Tighten the jam nut and install is necessary, turn the adjuster on the pump in to
the acorn nut (if so equipped). increase or out to decrease pressure.

Note: Be certain to replace the aluminum seal
washer between the acorn nut and the jam nut if
so equipped.
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%”.

SLOPE=2.55V NULL=2.50V
Adjust lift pressure
033-3151 press STORE to null
Lift Pressure
360310
To adjust the lift pressure, run the engine at 2100 rpm Slope sensor centering signal
(maximum). Place the servo lock switch in the “on” 360310
position. Place the hold-down and holdover control Depress and release the SET switch under the service
valves in the “neutral” or center position. Observe the panel. The main control module display will indicate
pressure reading on the lift pressure gauge. The 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.

SLOPE=2.65V NULL=2.50V
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
01 Content of Chapter

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
Hydraulic
Return oil
Dump or Drain oil cooler
Charge pressure

Pressure Tank

Lift suction
filter

Main hydraulic Servo manifold

filter

High pressure
Main relief lift filter
manifold
Conveyor pump

Front Reservoir

Lift pump

Vibrator variable
control manifold
Main pump
Vibrator main
relief

Sump filters

Reservoir Sump Tank

CII-001

The hydraulic reservoirs are contained within the the oil is forced into the various circuits that power the
Commander II main frame structure. Beginning at the machine functions. Each circuit contains an individual
tank on the left rear side, the oil flow is routed through main relief set to bypass at a specific pressure. If a
the various main hydraulic pumps. From the pumps, circuit were to stall, causing the corresponding relief

5-1
 Commander II

valve to open, the bypassed oil is routed back to the 2. Sump filters clogged. Remove and clean the
pressure tank. The opening of one relief valve in no filters following the instructions given in the
way affects the operation of the other valves. From Maintenance chapter.
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 Loose connection suction connections
033-3173
to keep all the oil flowing to eliminate dead spots and 3. Loose connections between the pump and
to keep the oil in contact with the outer edges of the hydraulic reservoir. Tighten all fittings and hose
tank to aid in dissipating heat. The hydraulic oil clamps. It may be necessary to remove the pipe
reservoir capacity is 85 U.S. gallons (323 L). fittings and couplings and reseal the threads.
Symptom Symptom
High main filter pressure. Oil flowing from breather cap.
Corrective Measures Corrective measures
1. Clogged filter. Remove and replace the main The hydraulic reservoir oil level is too high. The oil
filter element as instructed in the Maintenance level should be at the full mark on the sight gauge, or 8
chapter. inches (200 mm) down from the top of the filler neck,
with the oil cold.
2. Contaminated oil. If the filter must be replaced
frequently, the oil may need to be changed. If Symptom
water or diesel fuel has gotten in to the hydraulic
oil, it must be changed. Refer to the Hydraulic oil overheats.
Maintenance chapter for oil changing
instructions. Corrective measures

3. Cold oil. If the hydraulic oil is extremely cold, it 1. Air flow through the hydraulic oil cooler
may cause high pressure. Allow the oil to warm restricted. Clean the fins of the oil cooler.
up and recheck pressure. Check fan belt tension. If the air flow through
the oil cooler is restricted, the engine coolant
Symptom temperature will also increase.

Main pump cavitates.

Corrective measures

1. 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
 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

Pressure One-way
Return Check
Tank Valve
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 Conveyor
Control
Valve
Return to Conveyor
Trimmer Valve Pressure
Outlet–– Gauge
Sump To Pressure Tank See Trimmer Hydraulic
Tank 033-3352

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
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

control valve is moved from “off”, towards “forward” or
“reverse”, the faster the conveyor belt will travel.
Symptom
Conveyor belt will not travel. Normal pressure
indicated.
Corrective measures
1. 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
Conveyor belt will not remain trained (centered).
Corrective measures
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. Faulty belt splice. Check belt splice for
straightness. Splice should be at a 90° angle to
5-5
Commander II
the belt edge. Check with a framing square and
replace or repair the belt or splice as needed.
Symptom
Conveyor stalls at low pressure.
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. 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
defective and must be replaced.
Symptom
Conveyor runs slower than normal. Stalls at proper
pressure.
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
Conveyor stalls at high pressure.
Corrective measures
1. 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 142 psi

Pressure One-Way
Gauge Check Valve Hydraulic
Oil Cooler
To and Radiator
Tank

Control
Valve
Dump
Manifold
To
Tank

Sequence
Emergency Stop Valve
From Conveyor Relief Manifold To
Emergency Stop set at 2350 psi Tank
Relief Manifold

Trimmer Drive
Motor

Gear Pump 5 psi

Front Stage One-Way
37 gpm (140 lpm) Check Valve
at 2250 rpm To
Tank
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.
When the control valve is in the “off” (center) position,
the inlet oil is routed directly through the valve to the
outlet port.

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.
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
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.
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

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. 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.
2. Defective emergency stop system. Refer to
Emergency Stop Diagnostics for more
information.
Symptom
Trimmer wheel stalls at low pressure.
Corrective measures
1. 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
2. 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.
! DANGER! !
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
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 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.
 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
To Tank Dump or Tank
Suction
Static Flow
To Tank

Gear Pump Emergency Stop From Auxiliary

17 gpm (64 lpm) Relief and Solenoid Travel/Vibrator
at 2250 rpm set at 2150 psi Valve
(148 Bar)

Left Track
Drive Motor
Two-Stage
Flow Divider

Left Track
Control Valve
Servo Valves Left Track
Pressure
To Tank Gauge

Right Track
Control Valve Two Speed
Solenoid
Valve
Right Track
Pressure
To Tank
Gauge
Right Track Lift
Drive Motor To Left Track Tension Pressure
To Right Track Tension 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).
Note: See following drawing for two-speed drive
motor operation.
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.

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
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.
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.
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 into one track, causing it to move. The servo valve
back to the control valve and out the outlet port. 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

Variable Speed with Two-Speed Circuit
Control Valve
Pressure
Return
Regulated
To Tank Dump or Tank
Suction
Static Flow
To Tank

Gear Pump Emergency Stop From Auxiliary

17 gpm (64 lpm) Relief and Solenoid Travel/Vibrator
at 2250 rpm set at 2150 psi Valve
(148 Bar)

Left Track
Drive Motor
Two-Stage
Flow Divider

Left Track
Control Valve
Servo Valves Left Track
Pressure
To Tank Gauge

Right Track
Control Valve Two Speed
Solenoid
Valve
Right Track
Pressure
To Tank Dump To
Gauge
Manifold Tank
Right Track
Drive Motor

Lift
To Left Track Tension Pressure
033-3353.eps To Right Track Tension Manifold

Symptom
Track Two-Speed Description
Track chain frequently breaks or comes off of sprocket
The two-speed motor circuit consists of a 3-way
or idler.
2-position solenoid valve and a 4-way 2-position spool
valve in the drive motor. The lift hydraulic system Corrective measures
provides pressure oil to the lift pressure manifold
which is connected to the two-speed solenoid valve. 1. Debris in track chain. Clean track chain
thoroughly and check the links for hardened
When the solenoid valve is de-energized, the pressure concrete.
line from the lift system is blocked and the line
between the drive motor and the solenoid valve is 2. Incorrect chain tension. Refer to the
connected to the drain line at the solenoid valve which Maintenance chapter for instructions on the
returns to the hydraulic reservoir. The spool valve in proper adjustment of the track chain.
the motor is spring loaded to route the hydraulic fluid in
parallel through the motor power elements for low 3. Incorrect alignment of the front idler sprocket or
speed high torque operation. rear drive sprocket. Add or subtract shims to the
yoke on Berco “Series One” tracks until the idler
When the two-speed solenoid valve is energized, roller is parallel to the track chain. Check and
pressure oil is routed to the spool valve in the drive tighten the track drive gearbox mounting bolts
motor causing it to shift against the spring tension. and setscrews.
The hydraulic oil is routed in series through the motor
power elements for high speed low torque operation.

5-12

Symptom
Both tracks stall with low pressure indicated.
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.
Symptom
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
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
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
Both tracks stall with high pressure indicated.
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
Symptom
Machine drifts left or right; will not properly turn a
radius or one track stalls.
Corrective measures
1. Servo valve out of center. Refer to the
Maintenance chapter for centering instructions.
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.
Symptom
One track continues to move when the machine is
stopped.

Corrective measures
Defective micro switch
033-3183c
1. 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.
2. 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
5-14
Commander II
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)
4. 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. 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).
(Fig. 1x18/6200-514)
6. 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

07 Troubleshooting the Vibrator System
Vibrator Hydraulic System
Emergency Stop
Relief Manifold
Relief set at 2150 psi
To
Tank
Gear Pump
Front Stage
22.5 gpm (85 lpm)
at 2250 rpm
Pressure
Return
Dump or Tank
Suction
Static Flow
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).
5-16
Commander II
Auxiliary Travel To
Vibrator Selector Track
Valve Circuit
To
Tank
Pressure
Gauge
Vibrator Variable
Control Manifold
Relief set at 1850 psi
Vibrator
033-3356.eps
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.

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 de-
energized 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.
Symptom
All vibrators operate at low speed.
Corrective measures
1. Low main relief valve setting. Check and adjust
the main relief valve pressure as described in
the Maintenance chapter.
2. 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
5-17
Commander II
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-075610-
D) 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.
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.
Symptom
All vibrators will not operate. Low pressure indicated.
Corrective measures
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.

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.
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
5-18
Commander II
sticks in, or is stuck in the open position, the valve is
defective and must be replaced.
Symptom
Vibrators will not stop.
Corrective measures
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 won’t operate,
replace the valve.
Symptom
Vibrators operate at high (relief) pressure.
Corrective measures
Orifice fitting
002-2707
Orifice fitting in the vibrator variable control manifold is
plugged causing pressure to build against the pressure
 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
Control
To
Valve
Tank

Drawbar Lift
Solenoid
Valve

Hold Over Drawbar

Cylinder Lift Motor

High
Pressure Pressure
Reducing/Relieving Lift Filter
Valve

Lift Pump
To 12.5 gpm (47 lpm) To
Tank at 2250 rpm Tank
Hold Over
Pressure Gauge 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 reducing-
relieving 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

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.
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.
Corrective measures
Pressure control valve set too low. Turn the control
valve knob clockwise to increase pressure enough to
extend the cylinder.
Symptom
Cannot maintain constant hold down pressure.
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.
5-21
Commander II
Check for internal leakage
6029
2. 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
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.
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
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
 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
To Side Plate Track
Tank Connection Tension
Cylinders

To
Tank

Conveyor
Lift Cylinder

High
Pressure
Lift Filter

To
Lift Pump Tank
12.5 gpm (47 lpm) To
at 2250 rpm Tank
Trimmer Driveway
Shift Cut Out
Cylinder Cylinder Lift Suction
Filter
033-3359.eps

Note: Current model control valves are

The auxiliary circuits consist of the conveyor lift, right
assembled for low internal leakage and do not
telescoping frame, trimmer shift, track tension and
require double acting lock valves.
curb cutout systems. The operation of the circuits are
basically the same. The oil for the auxiliary circuits is Locking Valve Description for early model
supplied by the lift pump. 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.
Symptom
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.

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 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
Locking valve the right leg. Tighten the bolts when the right
001-0139
1. Locking valves not releasing in one direction. leg is extended.
Check by reversing the hoses on the rear of the
Symptom
valve. If the cylinder will now move in the
opposite direction, the locking valve is defective Cylinder or motor will not hold position.
and must be repaired or replaced.
Corrective measures
2. Defective quick coupler. Inspect quick couplers
by bypassing couplers with a pipe coupling, or 1. Locking valve not holding. Remove the lines
with a set of couplers known to be good. from the defective valve and swap them with the
lines from a good valve. If the system that was
Symptom not holding, now holds position, the valve is
defective and must be repaired or replaced.
Right leg, trimmerhead or curb-cut out will not move.
2. Cylinder or motor leaking internally. If swapping
Corrective measures
the lines as previously described does not stop
1. Locking valve not releasing in one direction. If the cylinder or motor from creeping, suspect
the right leg is completely extended, or internal leakage. Repair or replace the cylinder
retracted, or the trimmerhead is shifted full left or or motor as necessary
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

10 Troubleshooting the Grade Hydraulic Systems
Grade Hydraulic Systems
Pressure
Manifold
Pressure
To Auxiliary Gauge
Control Valve
Pressure
Manifold
High
Pressure
Lift Filter
Lift Pump
12.5 gpm (47 lpm)
at 2250 rpm
Lift Suction
Filter
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.
5-25
Commander II
Pressure
Return
Tank
Suction
Servo Valve
Manifold
Left
Rear
Right
To To
Tank Tank
Left
Front
033-3359.eps
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

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).
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.
Symptom
One grade cylinder 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
Locking Valve in Cylinder
637
! WARNING! !
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.
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
defective and must be replaced.
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
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:

1. Low lift pressure. Check and adjust the
pressure as described in the Maintenance
chapter.
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
defective and must be replaced.
Clogged suction filter
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.
Clogged high pressure filter
033-3173
5-27
Commander II
4. 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. 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.
Sideplate hoses connected
033-3149
7. Hoses for hydraulic controlled sideplates
connected together. This creates a direct path

for the oil to flow to the pressure tank.
Disconnect the hoses from one another.
8. 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
Lift cylinder drifts up or down during operation.
Corrective measures
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
Grade cylinder drifts down overnight or with the engine
running.
Corrective measures
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.
5-28
Commander II
! 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.
2. 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.
Symptom
Gradual swales in grade.
Corrective measures
1. 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 doesn’t
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. 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
6200 Network Electrical System Junction Box
Left Front
Grade Sensor A TB 1-1
A Left Front BD < B BD16-D
J2 < Power and Ground 1 <C TB1
<
B
See Miscellaneous Steer Sensor F A
TB 1-4 TB 3-1 A
> Connection for
B BD
<
Power <
C
Electrical
E
D C
B
<
D
BD 16A 1
BD 1A BD 20D >
C 2 Right Grade
<
D
<
E BD 4A TB 3-4 >
E F BD 9A D
< F A
< 2 BD 12A E
> Sensor Option
B
E >
C A TB 1-1 3 F
J3 D
BD < B >
BD16-E TB 6-3 BD 1C
4 <C TB 1-4 4 BD 4C TB 3-1 A
B BD
< BD 9C >
D
5 BD 12C BD 20G F A
C 7
< >
E <
E
BD17C TB 3-4 > E B
N
J F BD 16C 6 D D C
U P F A < >
E
Limp V K B >
J3

R G
C A TB 6-3 F
W L >
X S BD < B TB 6-1
M
H D
Power and Ground 10 < C TB 3-1 A
T I See Miscellaneous < B
>BD Slope Sensor
D > 20
Electrical <
E
Ground Screw TB 3-6 C
< >
(GRD) TB 6-4 BD 2B D
>
Micro Counter E
>
STATUS
A TB 5-1 BD 17P F
Switch BD< B TB 5-3 >
11 < C BD 21P BD 7B G
>
POWER

(MS) < TB 5-5 H

A D >
< < I
J7 B >
F A A F <
C 1 4 BD 14E J
>
Counter E B B E <
D 2 3
BD 14F K
>
D C C D <
E A TB 1-1 BD 14C L
>
<
F
BD < B BD 9B BD 14D M
>
< 16 < C TB 1-6 N
< TB3 P
>
J6 <
A STATUS
<
D BD 1B >
R
<
B
<
E BD 4B BD 20A BD 2A >
C POWER
F 1 BD 7A
S
>
< Travel < T
D G BD 12B 2 >
Signal <
<
E Micro <
<
H U
>
4 8 Switch V
Input <
F
NO <
I 3 W
>
<
G
3 7 <
J BD 14G TB 6-3 BD 2C >
<
H K BD 14H 4 BD 7C
X
>
<
I 2 6 L BD 14A
<
J NC
<
M BD 14B 5 BD21A
<
1 5 < BD 20C BD 21C TB 3-5 A
<
N 6 >
B BD
A P >
J5 < To Vibrator Override < TB 3-6 C 21
B R >
<
Vibrator <
C Switch <
<
S
D
E
>
D See Miscellaneous T >
Signal <
<
E Electrical
<
<
U
F
G
>
F V >
< < H
W >
< I
X >
< J
J4 >
K
CAN A
BD < B TB 5-5 L
>
>
17 < C TB 1-6 TB 5-1 M
>
<
D TB 6-1 N
>
<
E TB 5-3 O
>
<
F GRD P
>
<
G
<
H
< TB5 BD 16L A
> <
A
B BD
I
< BD 16M B
> <
C 14
J BD 17M
< BD 11A BD 20L C
K 1 BD 21M D
> <
D
< BD 20M > <
L TB 5-5
<
M TB 5-1 2 BD 20J E
> <
E
< BD 17O BD 20K F F
N TB 6-1 BD 11B 3 G
> <
G
< BD 21O BD 16J > <
<
O TB 5-3 BD 16K H H
<
P GRD 4 I
> <
I
BD 11C BD 17L J
> <
J
5 BD 21L > <

Left Rear 6
A TB 1-2
BD < B
Steer Sensor 9 <C
BD 16B
A F A A F TB 1-5
A A E
F
B E B B E
<
D TB6
F A F F
C
<
D D C C D E
E B E B B E < BD 17N BD 10B
D C C F 1
D C D < BD 21N
Left Rear 2
TB 1-4 BD 10A
Grade Sensor TB 3-4 3

4 GRD
A TB 1-2
BD < B BD 16G
12 < C TB 1-5
<
D
<
E
<
F
< Left Right Steer Left
Rear Grade Front
Grade Grade
033-3362.eps

5-30

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
selected when it is displayed.
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
5-31
Commander II
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),

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.
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
5-32
Commander II
Automatic Steer Operation
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.
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 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

of the machine. The sensor connected to the front
steer bulkhead will be turned off.
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
5-33
Commander II
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.
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.
 Commander II

tamper bar off/auto switch is placed in the “auto”

position, the counter will resume distance counting.
LF:FGR Fr ST Rr GR Rr ST
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
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.
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.
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:
The main display panel or one of the individual meter
displays is fogged under the screen.
Corrective measures:

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. 3,3,4-
3,3,4-etc.). When the vibrator override switch is Meter replacement
placed in the “off” position, a signal is sent to the 001-2654

network panel to cease distance counting. When the

Network 06/02/04
5-34

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:
One or all of the switches in a switch package does
not operate.
Corrective measures:
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
defective and must be replaced.
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.
Network 06/02/04
5-35
Commander II
Symptom:
LF GRADE OFF STRINGLINE
= 1.29V RANGE=1.5-3.5V
360318
"Grade Off Stringline" is displayed on the main panel
display.
Corrective measures:
Determine which sensor is affected by the following
abbreviations preceding the display message: LF (Left
Front), RF (Right Front) or LR (Left Rear).
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.
Corrective measures:
Determine which sensor is affected by the following
abbreviations preceding the display message: LF (Left
Front), RF (Right Front) or LR (Left Rear).
1. 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. 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

and connect it to a different sensor. If the
system will now operate, the sensor is defective
and must be replaced.
3. 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 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.
If the problem is with the left front grade, check
the connections from the left S2X as follows:
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
BD 16 pin B .................. BD 9 pin B
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
Commander II
BD 16 pin A .................. BD 12 pin A
BD 16 pin G .................. BD 12 pin B
BD 16 pin C .................. BD 12 pin C
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
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. 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.
18 and 30 pin packard connectors
360369
7. 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

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.
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 SENSOR POWER FAILURE
VALID RANGE = 4.75-5.25V
360319
"Sensor Power Failure" is displayed on the main panel
display.
Corrective Measures:
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.
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
Commander II
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.
Symptom:
LF ELEV SERVO SHORT
VALID RANGE = 5-25 ohms
360321
"Servo Open" or "Servo Short" is displayed on the
main panel display. No manual or automatic operation
of servo valve.
Corrective Measures:
Determine which servo is affected by the following
abbreviations preceding the display message: Steer,
LF (Left Front), RF (Right Front) or LR (Left Rear).
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. 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

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.
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.
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. 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.
Network 06/02/04
5-38
Commander II
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. 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.
BD14 pin A ................... Left Front Grade Pin A
BD14 pin B ................... Left Front Grade Pin B
BD 14 pin C .................. Steer Pin A
BD 14 pin D .................. Steer Pin B
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:

BD20 pin L .................... BD14 pin C
BD20 pin M ................... BD14 pin D
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
5. Defective wiring between the junction box and
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
responds, repair or replace the cable.
6. 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
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.
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:
No Automatic Operation.
Corrective measures:
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
5-39
Commander II
to the preceding symptom. If the system will respond
in manual, but not in automatic, proceed as follows.
1. Control loop in the “manual” mode. Place the
loop in the “auto” mode by depressing the A/M
switch.
2. 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
VALID RANGE = 9.0-16.0V
360320
"Battery Power Failure" is displayed on the main panel
display.
Corrective measures:
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.
1. 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.
BD17 pin N ................... BD17 pin P
BD19 pin N ................... BD19 pin P
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.

2. Defective wiring between the junction box and
the S2X. Swap the 16 pin cable (No. 17 or No.
21) between the junction box and the S2X with a
cable from another S2X. If the S2X now
responds, repair or replace the cable.
3. 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
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.
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:
BATTERY VOLTAGE FAILURE
= 6.88V RANGE= 9.0-16.0V
033-3348
"Battery Power Failure" is displayed on the main panel
display.
Corrective measures:
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
If +12 volts are present, repair or replace the network
control box.
Symptom:
"Panel Sensor Pwr Failure" is displayed on the main
panel display.
Corrective measures:
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.
Corrective measures:
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. Defective wiring between the junction box and
the S2X. Swap the 16 pin cable (No. 17 or No.
21) between the junction box and the S2X with a
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:
 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. 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
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.

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.

Network 06/02/04
5-41
 Commander II

12 Emergency Stop Electrical Diagnostics

Emergency Stop Electrical System

1B 1A

2B 2A A A 1 2
> B3 < ––– –––
3B 3A B B
> <
2 1 A A C C Left E-Stop
––– ––– > B2 < 4B 4A > < Button
B B D D
> < > <
Right E-stop C C 5B 5A
Left E-Stop
> <
Button D D Bulkhead
> < 6B 6A
Right E-Stop Terminal Bar
Bulkhead

1 2 1 2
––– ––– ––– –––
E-stop Reset
Switch Console E-Stop
Button
7 54 2
Ω
E-stop Lamp 3
4 1
–––
6
5 8 A B
––– 15A See Engine
E-Stop Miscellaneous Circuit Electrical Schematic
Relay K1 Breaker 2
for more information

2 1 8 7 To Vibrator
Vibrator Conveyor Override Switch
Trimmer Track
emergency emergency emergency emergency
stop solenoid stop solenoid stop solenoid stop solenoid
coil coil coil coil K1 relay base
3 4 5 6 terminal location

033-3363.eps

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.
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.
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

Network 06/02/04
4-42

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 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.
Symptom:
Machine controls will not operate. Emergency stop
reset light is illuminated.
Corrective Measures:
1. Emergency stop system not reset. Depress the
emergency stop reset switch to reset the
system.
4.
2. Emergency stop button depressed. Release
each depressed button to the out position before
depressing the emergency stop reset switch.
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
Commander II
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 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
depressing the emergency stop reset switch.
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.
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.
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.

Corrective Measures:

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.

Corrective Measures:

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
Starter
Volt Water Oil Coil
Cold
Meter Temperature L2 Pressure Hot
Cold
L3 L3 L3 Starter Relay Hot
M
G G G G
S I S I S I S I
Oil Pressure Starter
Switch

+
Motor
P
Alternator Battery
C NO
-
G

Master Disconnect
Switch
Temperature Engine OFF
Sender Oil ON
Sender
Hold in Coil-Red
Cold A Fuel
Pull in Coil-Wht Stop
Hot B
Ground-Blk Actuator
4-45

C
Travel Fuel Relay
Micro
Switch
Diode

4 8
NO
3 7 Acc
See Network Electrical 2 6 Off
Drawing for more NC Run
Ignition Start
1 5
Switch

50

15 30
B A
10A See Network Electrical
Network Circuit Drawing for more
75 Breaker 3
OFF 1
2 A B
3 20A
8Ω Main Circuit

Commander II
Breaker 1
Vibrator 4 See Emergency Stop Electrical
B A Drawing for more
Solenoid 5 15A
Coil 6 Miscellaneous Circuit
Breaker 2
ON
Vibrator
Override
Switch See Network Electrical
Drawing for more 033-3364.eps
 Network 06/02/04

Engine Electrical Schematic-Cummins B4.5 Tier II

Engine Gauge Panel Starter
Solenoid
Tachometer
Volt Water Oil
Cold
Meter Temperature L2 Pressure Hot
Cold
L3 L3 L3 Starter Relay Hot
M
G G G G
S I S I S I S I
Oil Pressure Starter
Switch

+
Motor
P
Battery
C NO
-
G

Master Disconnect
Alternator Switch
Temperature Engine OFF
Sender Oil ON
Sender
4-46

Travel Fuel Stop

Micro Solenoid
Switch
Diode

4 8
NO
3 7 Acc
See Network Electrical 2 6 Off
Drawing for more NC Run
Ignition Start
1 5
Switch

50

15 30
B A
10A See Network Electrical
Network Circuit Drawing for more
75 Breaker 3
OFF 1
2 A B
3 20A
8Ω Main Circuit

Commander II
Breaker 1
Vibrator 4 See Emergency Stop Electrical
B A Drawing for more
Solenoid 5 15A
Coil 6 Miscellaneous Circuit
Breaker 2
ON
Vibrator
Override
Switch See Network Electrical
Drawing for more 033-3410.eps

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).
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Commander II
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 75
Black To Network
Blue 50
To Micro 30 Circuit Breaker
Switch 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

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. 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.
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.
Symptom
Vibrators operate continuously.
Corrective Measures
1. Micro switch is defective. Place the vibrator
override switch in the “on” position. If the
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Commander II
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.
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. 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.
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. 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 breaker trips. Replace the S2X if the circuit breaker
previous symptom. does not trip. Repeat the previous procedures when
reconnecting bulkhead plug number 21.
Symptom
Reconnect the wire from bulkhead plug J2 to the
No manual and/or automatic control of grade or auxiliary side of the circuit breaker. If the circuit
steering. breaker trips turn the ignition key off and disconnect
the main control box at bulkhead plug J2. Replace the
Corrective Measures cable connection to bulkhead J2 if the circuit breaker
continues to trip. Replace the main control box if the
circuit breaker does not trip.

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 Engine will not crank.
Tripped 10 amp circuit breaker caused by a short in
one of the automated control systems on the machine. Corrective Measures
Locate and disconnect all the wires from the auxiliary
side of the 10 amp network circuit breaker. Check 1. Micro switch button not depressed. Depress the
both sides of the circuit breaker for 12 volts. If 12 volts micro switch button.
are present on the battery side of the breaker, but not
the auxiliary side, replace the circuit breaker. 2. Battery discharged. Recharge as necessary.

If 12 volts are present on both sides, reconnect the 3. Defective micro switch. Remove the cover from
wire from the junction box to the auxiliary side of the the front of the micro switch. Place a jumper
circuit breaker. If the circuit breaker does not trip, wire between terminals 7 and 8. If the engine
proceed to the last paragraph. 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

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 Commander II

Corrective Measures

Continuity check
033-3365 Jumper wires on oil pressure switch
The micro switch may be checked using a volt 360531

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.
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

3. Defective ignition switch. Momentarily connect a Engine cranks but will not start or engine stops in
jumper wire between terminal “15” and terminal middle of pour.
“50” on the rear of the ignition switch. If the
Corrective Measures
engine cranks, the switch is defective and must
be replaced. 1. Low fuel level. Fill fuel tank and prime the
engine.
4. Defective wiring between the ignition switch and
the starter. Momentarily connect a jumper wire 2. Contaminated fuel filters. Replace fuel filters as
between the “+” terminal on the starter solenoid indicated in the maintenance chapter.
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. 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. 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

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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.

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