manual gomaco

The Worldwide Leader in Concrete Paving Technology

Commander II

Trimmer/Paver

Operator/Service

Manual

Network Controls

GOMACO CORPORATION

A Division of

GODBERSEN-SMITH CONSTRUCTION COMPANY

WARRANTY

All equipment manufactured by Gomaco Corporation ("GOMACO") and delivered new to the initial purchaser and user, and all partsmanufactured by GOMACO and contained in that equipment, and all parts manufactured by GOMACO and delivered new to the initialpurchaser 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. itsfactory, 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 thoseinvolved in the installation of such parts. GOMACO will make no allowances for repairs or alterations to such equipment or such parts unlessthe same are authorized in writing by GOMACO.

EXCEPT AS MAY BE OTHERWISE AND EXPRESSLY PROVIDED HEREIN, SUCH REPLACEMENT OR REPAIR OFDEFECTIVE PARTS MANUFACTURED BY GOMACO SHALL BE THE EXCLUSIVE REMEDY OF THE INITIAL PURCHASER ANDUSER 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 BYANY PERSON WITH RESPECT TO EQUIPMENT OR PARTS MANUFACTURED BY GOMACO SHALL CONSTITUTE A WARRANTYUNLESS EXPRESSLY AUTHORIZED OR CONFIRMED BY GOMACO IN WRITING. NO STATEMENT BY ANY PERSON SHALL CHANGETHE TERMS OR SCOPE OF THE WARRANTY, LIMITATIONS AND DISCLAIMERS IN THIS INSTRUMENT UNLESS AUTHORIZED ORCONFIRMED IN WRITING BY GOMACO.

ALL WARRANTIES PROVIDED HEREUNDER OR OTHERWISE SHALL CEASE TO EXIST UPON (i) THE MAKING OF UNAUTHORIZEDREPAIRS 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, OTHERTHAN THE INITIAL PURCHASER AND USER OF EQUIPMENT AND PARTS MANUFACTURED BY GOMACO.

EXCEPT FOR THE WARRANTIES EXPRESSLY AND SPECIFICALLY MADE HEREIN, GOMACO MAKES NO OTHERWARRANTIES, EXPRESS OR IMPLIED, AND DISCLAIMS ALL OTHER IMPLIED WARRANTIES OF MERCHANTABILITY AND ALLIMPLIED 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 constitutinga part of the equipment sold by GOMACO ARE NOT COVERED BY ANY OF THE WARRANTIES HEREIN, AND WITH RESPECT TO ANYSUCH ITEM, GOMACO MAKES NO WARRANTY OF ANY KIND WHATEVER, EXPRESS OR IMPLIED, AND DISCLAIMS ALL IMPLIEDWARRANTIES 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 anysuch 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 INCIDENTALOR CONSEQUENTIAL DAMAGES, INCLUDING LOST OR DUPLICATED TIME OR EXPENSE, ACCRUING FOR ANY REASON TO THEOWNER OR USER OF ANY PRODUCTS SOLD BY GOMACO, WHETHER CLAIM IS MADE IN CONTRACT OR IN TORT OR UNDER ANYWARRANTY OR IN NEGLIGENCE OR OTHERWISE, AND IN ANY EVENT, GOMACO SHALL NOT BE LIABLE FOR ANY DAMAGES FORANY 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 anyproducts previously sold or in service.

GOMACO CORPORATION

G. L. GodbersenPRESIDENT & CEO

MACHINE SERIAL NUMBER:__________________________________

ENGINE SERIAL NUMBER: ___________________________________

GOMACO CorporationHIGHWAYS 59 & 175Ida Grove, Iowa 51445Telephone: 712-364-3347Fax: 712-364-3986

Form No. H-62N1004C1Revision 1.1Printed in USACopyright 2004 GOMACO

Commander IITrimmer/Paver

Operator and ServiceManual

Network Controls

CHAPTER I

Commander II

TO THE CUSTOMER

Your new GOMACO Commander II Trimmer/Slipform Paver was carefully designed and manufactured togive years of dependable service. To keep it running efficiently, read the instructions in this manualthoroughly. It contains detailed descriptions and instructions for the efficient operation and maintenanceof your Commander II Trimmer/Slipform Paver. Each section is clearly identified so you can easily findthe information that you need. Read the Table of Contents to learn where each section is located. Allinstructions are recommended procedures only.

Throughout this manual you will come across “Caution”, “Warning” or "Danger" statements which willbe carried out in bold type and preceded by one of the following symbols. Be certain to carefully read themessage that follows to avoid the possibility of personal injury or machine damage.

A "Danger"statement is of utmost importance and signalssevere injury or high probability of death to the user if properprecautions are not taken.

A "Warning" statement is customarily used to indicate apotential hazard which could result in serious personalinjury.

A "Caution" statement usually indicates a hazard that couldresult 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, propertydamage or an unsatisfactory finished product.

Right hand and left hand sides are determined by facing the direction the Commander II Trimmer/SlipformPaver 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 onthe title page. Your GOMACO dealer needs this information to give you prompt, efficient service whenyou order parts. It pays to rely on an authorized GOMACO Distributor for your service needs. For thelocation 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 ofapproval for printing and publishing. GOMACO therefore reserves the right to make changes indesign and improvements whenever it is believed the efficiency of the machine will be improvedwithout incurring any obligation to incorporate such improvements in any machine which has beenshipped or is in service. It is recommended that users contact an authorized GOMACO Distributorfor the latest revisions.

CAUTION!! !

! !DANGER!

WARNING!! !

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To the Customer

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Table of Contents Table of ContentsCHAPTER I

To the Customer ..................................................................................................................................... 1-2Table of Contents ................................................................................................................................... 1-3Safety Decals .......................................................................................................................................... 1-5Safety Statements ................................................................................................................................ 1-10Quick Reference Parts List ................................................................................................................. 1-13

CHAPTER II CONTROL AND GAUGES01 Content of Chapter ............................................................................................................................ 2-102 Engine Controls and Gauges ........................................................................................................... 2-103 Hydraulic Controls and Gauges ..................................................................................................... 2-204 Network Control System ................................................................................................................. 2-9

Faceplate Controls and Gauges ................................................................................................. 2-9Service Panel Switches ..............................................................................................................2-11Displays ..................................................................................................................................... 2-13Calibrate Displays ..................................................................................................................... 2-15Operation of System ................................................................................................................. 2-16Set Displays .............................................................................................................................. 2-18Service Displays ........................................................................................................................ 2-18Test Displays ............................................................................................................................. 2-19System Diagnostics ................................................................................................................... 2-19

05 Moving the Machine ....................................................................................................................... 2-23

CHAPTER III CURB, GUTTER, & SIDEWALK SETUP01 Content of Chapter ........................................................................................................................... 3-102 Curb and Gutter Form Preparation ................................................................................................. 3-103 Sidewalk Form Preparation ............................................................................................................. 3-504 Trimmerhead Preparation ................................................................................................................ 3-705 Mounting the Trimmerhead ............................................................................................................. 3-806 Mounting the Hydraulic Trimmerhead Lift Assembly ................................................................... 3-907 Mounting the Water Tank............................................................................................................... 3-1008 Mounting the Conveyor ..................................................................................................................3-1109 Installing the slipform mold .......................................................................................................... 3-13

Installation of the standard drawbar .......................................................................................... 3-13Installation of a drawbar extension assembly ........................................................................... 3-14Installing the offset drawbar extension ...................................................................................... 3-14

10 Attaching golf cart path or sidewalk slipform molds.................................................................. 3-1811 Mounting the sensors (standard) ................................................................................................. 3-2012 Mounting the sensors (scab-on) ................................................................................................... 3-2313 Preliminary Adjustments ............................................................................................................... 3-2414 Final Adjustments .......................................................................................................................... 3-2815 Pouring Operations........................................................................................................................ 3-29

Lubrication and Maintenance Service Interval Chart ........................................................ 4-1CHAPTER IV MAINTENANCE .............................................................................................. 4-3

01 Content of Chapter ........................................................................................................................... 4-302 Fuels .................................................................................................................................................. 4-303 Lubricants ......................................................................................................................................... 4-3

Engine Lubrication Oil ................................................................................................................. 4-3Hydraulic Oil ................................................................................................................................ 4-4

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Gear Case Oils ............................................................................................................................ 4-4Grease ........................................................................................................................................ 4-4

04 Ten Hour or Daily Service ................................................................................................................ 4-405 Fifty Hour or Weekly Service .......................................................................................................... 4-706 150 Hour .......................................................................................................................................... 4-1307 250 Hour Service ............................................................................................................................ 4-1408 500 Hour Service ............................................................................................................................ 4-1409 600 Hour or Annual Service .......................................................................................................... 4-1510 Servicing Air Cleaner ..................................................................................................................... 4-1811 Battery Service ............................................................................................................................... 4-1912 Alternator, Regulator and Starter Service .................................................................................... 4-2013 Adjusting Servo Valves.................................................................................................................. 4-2114 Adjusting Pressures ...................................................................................................................... 4-21

Trimmerhead Pressure .............................................................................................................. 4-22Conveyor Pressure ................................................................................................................... 4-22Tractive Pressure ...................................................................................................................... 4-23Counterbalance Valve Pressure ................................................................................................ 4-24Vibrator Pressure ...................................................................................................................... 4-24Lift Pressure .............................................................................................................................. 4-25

15 Calibrating the Slope Sensor ........................................................................................................ 4-25

CHAPTER V TROUBLESHOOTING01 Content of Chapter ........................................................................................................................... 5-102 Troubleshooting the Engine ............................................................................................................ 5-103 Troubleshooting the Hydraulic Reservoir System ........................................................................ 5-104 Conveyor Hydraulic Diagnostics .................................................................................................... 5-405 Troubleshooting the Trimmerhead System ................................................................................... 5-706 Troubleshooting the Tractive System .......................................................................................... 5-10

Counterbalance Valve Description ............................................................................................. 5-11Steer Servo Description .............................................................................................................5-11Track Two-Speed Description ................................................................................................... 5-12

07 Troubleshooting the Vibrator System .......................................................................................... 5-1608 Slipform Mold Hydraulic System Dianostics ............................................................................... 5-2009 Troubleshooting Auxiliary Hydraulic Systems ............................................................................ 5-23

Locking Valve Description for early model machines ................................................................ 5-2310 Troubleshooting the Grade Hydraulic Systems .......................................................................... 5-2511a Network Electrical Drawing ......................................................................................................... 6-3211 Network Steer and Grade Electrical Diagnostics ........................................................................ 5-33

Automatic Steer Operation ........................................................................................................ 5-34Manual Steer Operation ............................................................................................................ 5-35

12 Emergency Stop Electrical Diagnostics ...................................................................................... 5-4413 Troubleshooting the Engine Electrical System ........................................................................... 5-49

CHAPTER VI STRINGLINE SET-UP01 Content of Chapter ............................................................................................................................ 6-102 Setting Straight Line ......................................................................................................................... 6-103 Setting Line for Radii ........................................................................................................................ 6-404 Positioning Stringline for Cross Slope Changes ........................................................................... 6-505 Setting the Line Under the Machine ............................................................................................... 6-6

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Safety Decals

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NOTICEWARNING!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.

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GENERAL SAFETY STATEMENTS

1. The C-II should only be operated by responsible persons who have thoroughly read the operatorsmanual and have been properly instructed to do so. Do not allow unnecessary persons on themachine.

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 jewelrythat 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 beforestarting the engine.

9. Wear a hard hat, protective glasses and other protective equipment as required by job conditions.

10. Report all needed repairs.

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Safety Statements

SAFETY SECTIONThe safety section lists basic safety precautions. Inaddition, this section identifies the text and locations ofwarning labels used on the machine.

Read and understand the basic precautions listed inthe safety section before operating or performinglubrication, maintenance and repair on this equipment.

WARNING: DO NOT OPERATE THIS EQUIPMENTUNTIL YOU HAVE READ AND THOROUGHLYUNDERSTOOD THE OPERATORS MANUAL.FAILURE TO FOLLOW THIS PROCEDURE MAYRESULT IN INJURY OR DEATH.

DANGER: DO NOT ALTER OR MODIFY THISPRODUCT WITHOUT THE EXPRESS WRITTENCONSENT OF THE MANUFACTURER.UNAUTHORIZED MODIFICATION MAY RESULT INSERIOUS INJURY OR DEATH.

WARNING SIGNS AND DECALS

There are several specific safety signs or decals onyour machine. Please take the time to familiarizeyourself with the safety signs.

Make sure that you can read all safety signs. Clean orreplace these if you cannot read the words or see thepictures. When cleaning the labels use a cloth, waterand soap. Do not use solvents, gasoline, etc., to cleansafety signs. The use of solvents, gasoline, etc., couldloosen the sign’s adhesive and cause the sign to falloff.

You must replace a label if it is damaged, missing orcannot be read. If a label is on a part that is replaced,make sure a new label is installed on the replacedpart. Contact your GOMACO dealer for new labels.

HIGH PRESSURE WATER

High pressure water can cause personal injury. Whenusing high pressure water for cleaning, wear aprotective face shield, protective clothing andprotective shoes. Wear eye protection at all timeswhen cleaning the machine. Pressurized water couldcause debris and/or water to be blown and result inpersonal injury. Do not aim the nozzle at any part ofthe body.

FLUID LEAKS

Always use a board or cardboard when checking for aleak. Escaping fluid under pressure, even a pin-hole

size leak, can penetrate body tissue, causing seriousinjury, and possible death.

If fluid is injected into your skin, it must be treated by adoctor familiar with this type of injury immediately.

Do not bend or strike high pressure lines. Do notinstall bent or damaged lines, tubes or hoses.

Repair any loose or damaged fuel and oil lines, tubesand hoses. Leaks can cause fires.

Inspect all lines, tubes and hoses carefully. Do notuse your bare hands to check for leaks. Tighten allconnections securely.

Check for the following:

-End fittings damaged or leaking.

-Outer covering chafed or cut and wirereinforcing exposed.

-Outer covering ballooning locally.

-Evidence of kinking or crushing of the flexiblepart of the hose.

-End fittings displaced.

BURN PREVENTION

Do not touch any part of an operating engine. Allowthe engine to cool before any repairs are performed onthe engine.

Do not touch any hydraulic tank, valve or hose when atoperating temperature. Allow the hydraulic oil to coolbefore performing any service on the hydraulic circuits.

Relieve all pressure in oil, fuel or cooling systemsbefore any lines, fittings or related items aredisconnected or removed.

COOLANT

At operating temperature, the engine coolant is hotand under pressure. The radiator and all lines to theengine contain hot coolant. When pressure is relievedrapidly, this hot coolant can turn into steam.

Any contact with hot coolant or steam can causesevere burns.

Check the coolant level only after the engine has beenstopped and the filler cap is cool enough to removewith your bare hand.

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Remove the cooling system filler cap slowly to relievepressure.

Cooling system additive contains alkali. To preventpersonal injury, avoid contact with the skin and eyesand do not drink.

Allow cooling system components to cool beforedraining.

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 electrolytelevels.

Always wear protective glasses when working withbatteries.

FIRE OR EXPLOSION PREVENTION

All fuels, most lubricants and some coolant mixturesare flammable.

Diesel fuel is flammable. Gasoline is flammable. Themixture of diesel and gasoline fumes are extremelyexplosive.

Do not smoke in areas where batteries are charged, orwhere flammable materials are stored.

Keep all fuels and lubricants stored in properly markedcontainers and away from all unauthorized persons.

Store all oily rags or other flammable material in aprotective container, in a safe place.

Do not weld or flame cut the frame, pipes or tubes thatcontain flammable fluids without prior authorizationand instruction from GOMACO or a GOMACOauthorized dealer. Do not weld on the machine withthe battery connected. Disconnect the batterynegative (-) ground cable to prevent damage to theelectrical system and /or explosion.

Remove all flammable materials such as fuel, oil andother debris before they accumulate on the engine orother components of the machine.

Do not expose the engine or hydraulic components toflames if at all possible.

Have a fire extinguisher available and know how touse it. Inspect and have it serviced as recommendedon the instruction plate.

When starting from an external source, alwaysconnect the positive (+) jumper cable to the POSITIVE(+) terminal of the battery of the engine to be started.

To prevent potential sparks from igniting combustiblegases 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. Checkdaily for loose or frayed electrical wires. Have allloose or frayed electrical wires tightened, repaired orreplaced before operating the machine.

CRUSHING OR CUTTING PREVENTION

Support equipment and attachments properly whenworking beneath them.

Never attempt adjustments while the engine is runningunless otherwise specified in this manual.

Stay clear of all rotating and moving parts. Guardsshould be in place whenever maintenance is not beingperformed.

Wear protective glasses when striking objects to avoidinjury to your eyes.

Chips or other debris can fly off objects when struck.Make sure no one can be injured by flying debrisbefore striking any object.

MOUNTING AND DISMOUNTING

Do not jump off the machine. Always use steps andhandholds when mounting and dismounting.

Clean steps, handholds and areas of the machine youwill be working on or around.

PREPARING TO START THE MACHINE

Be sure that all protective guards and covers areinstalled if the machine must be started to makeadjustments or checks. To help prevent an accidentcaused by parts in rotation, work carefully aroundthem.

Inspect the machine for potential hazards.

Make sure no one is working on, or close to themachine before starting or moving it.

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Quick Reference Parts ListEngine Oil Filter

Cummins 4BT3.9 .............................................................................................. 210-46A29

Engine Primary Fuel FilterCummins 4BT3.9 .............................................................................................. 210-46A30

Engine Secondary Fuel FilterCummins 4BT3.9 .............................................................................................. 210-46A31

Engine Air FilterCummins .......................................................................................................... 210-46B41

HydraulicMain 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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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 CartridgesMain 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 ValveVibrator 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 Breakers10 Amp ............................................................................................................. 525-10S44 20 Amp ............................................................................................................ 525-10S45

Quick Coupler O-Rings1/4 inch ............................................................................................................. 160-10Y413/8 inch ............................................................................................................. 160-10J991/2 inch ............................................................................................................. 160-10K033/4 inch ............................................................................................................. 160-10K01

Conveyor Discharge Chute ..............................................................................RC64-028

Trimmer Teeth (Carbide Tip) ............................................................................ 730-45J82

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CAUTION!! !CONTINUOUS EXPOSURE TO ENGINE ANDMACHINE NOISE CAN CAUSE HEARING INJURY.DO NOT OPERATE THE MACHINE WITHOUTADEQUATE HEARING PROTECTION.

Throttle: The engine speed can be adjusted with thiscontrol in one of two ways. First, by turning the controlcounterclockwise (out) to increase rpm and clockwise(in) to decrease rpm. Second, by pushing in on thecenter button and pulling out on the control to increaserpm or pushing in on the control to decrease rpm.Normal engine operating speed is 2150 rpm(maximum). Do not increase engine speed above1000 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 electroniccontrols and stops the engine. “On” position supplieselectrical power to the electronic controls and theengine fuel solenoid to open it. “Start” position is usedfor starting the engine. After the engine starts, allowthe switch to return to the “on” position. Turning theignition switch to the “off” position will stop the engine.

Air filter restriction indicator033-3198

Air Filter Restriction Indicator: Monitors the amountof engine air intake restriction. As the air intakerestriction increases, the line will move higher on theindicator. When the engine is stopped, the line willlock in place. When the line shows in the serviceindicator window, the air filter needs replacing. Pushin on the button in the bottom and release it to resetthe indicator.

CHAPTER II CONTROL AND GAUGES

01 Content of Chapter

This chapter gives a description of all engine, hydraulicand electrical controls used on the Commander II.The basic operating procedures for the Commander IIare also covered. Read this chapter thoroughly toidentify yourself with all controls and operations. Payparticular attention to all safety statements.


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02 Engine Controls and Gauges

Engine controls and gauges033-3057

Tachometer and Hour Meter: Electrically operatedand registers engine rpm and hours of operation.Driven by the alternator. Normal operating speed is2150 rpm (maximum).

Voltage Meter: Indicates voltage in the electricalcircuits. Normal indication is a 13-14 volt charge at2150 rpm.

Engine Water Temperature: Indicates operatingtemperature of the engine coolant. Normal operatingtemperature is approximately 190-200° (88-93.4° C.)for Cummins engines, depending on ambient airtemperature. 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 2150rpm for Cummins engines. Refer to the appropriateengine operators manual for additional instructions.

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Master disconnect switch033-3178

Master Disconnect Switch: The master disconnectswitch is used to disconnect the ground side of theelectrical system from the negative post of the battery.With the switch in the “off” position, ground to allelectrical circuits is disconnected and the circuits willnot operate. When the switch is turned to the “on”position, a ground is provided to the electrical circuits,allowing them to operate. The switch must be in the“on” position during normal operation.

Notice: To minimize the potential of electricalsystem damage, disconnect the battery cablesfrom the battery before welding any part of thismachine.

03 Hydraulic Controls and Gauges

Hold over pressure gauge (option)033-3219a

Form Hold-Over Pressure Gauge (Option):Monitors the amount of pressure applied to thehydraulic cylinder holding the rear of the slipform moldover in contact with an existing concrete surface forscab on placement.

Track pressure gauges033-3219g

Left Track Pressure Gauge: Monitors the amount ofpressure required to operate the left track drive systemin forward or reverse. Normal operating pressurerange is 650 to 1800 psi (48 to 124 bar). Reliefpressure setting for the tractive system is 2150 psi(148 bar).

Right Track Pressure Gauge: Monitors the amountof pressure required to operate the right track drivesystem in forward or reverse. Normal operatingpressure range is 700 to 1800 psi (48 to 124 bar).Relief pressure setting for the tractive system is 2150psi (148 bar).

Conveyor pressure gauge033-3219b

Conveyor Pressure Gauge: Monitors the amount ofpressure required to operate the charging conveyor.Amount of pressure required will depend on theamount of concrete on the conveyor. Normaloperating pressure range is 500 to 1800 psi (34 to 124bar). Relief pressure setting for the conveyor systemis 2150 psi (148 bar).

Lift pressure gauge033-3219c

Lift Pressure Gauge: Monitors the amount ofhydraulic pressure available for machine grade(elevation) and steering control. Normal lift pressure is1600 psi (110.3 bar).

Note: If lift pressure drops below 1000 psi (69bar), machine control may become slow.

Vibrator pressure gauge033-3219d

Vibrator Pressure Gauge: Monitors the amount ofpressure required to operate the vibrator circuit.Amount of pressure required will depend on the

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number of vibrators being operated and their speed.Normal operating pressure range is 500 to 1500 psi(34 to 103.4 bar).

Trimmer pressure gauge033-3219e

Trimmerhead Pressure Gauge: Monitors pressurerequired to drive the trimmer wheel. Normal operatingpressure 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 gauge033-3219f

Form Hold-Down Pressure Gauge: Monitors theamount of pressure applied to the hydraulic cylinderholding the rear of the slipform mold down in contactwith the concrete.

Hydraulic oil gauges033-3218

Hydraulic Oil Temperature Gauge: Monitors thehydraulic oil temperature. Normal operatingtemperature is 140° to 180° F (60° to 82° C.)depending on the ambient temperature. If thehydraulic oil temperature rises above 195°F (90.5°C),locate the cause of the overheating. Overheating canbe caused by excessive load on all systems on awarm day, air flow through the oil cooler restricted and/or by a system that is constantly exceeding reliefpressure. The overheating can be corrected byreducing the load on all systems on a warm day,cleaning the oil cooler fins, and/or by reducing the load

on the various systems to maintain pressure belowrelief setting.

Note: Excessive oil temperature may causeserious damage to components.

Hydraulic Filter Pressure Gauge: Monitors theamount of pressure required to force the hydraulic oilthrough the main hydraulic filter. Normal operatingpressure is below 25 psi (1.7 bar). During coldweather start-up, the filter pressure may exceed 25 psi(1.7 bar). The filter must be changed when the gaugeregisters in the replace area with the hydraulic oil atoperating temperature.

Conveyor control valve033-3183b

WARNING!! !TO AVOID SERIOUS INJURY, DO NOT STAND ONTHE CONVEYOR ANY TIME THAT THE ENGINE ISRUNNING, IN CASE IT IS ACCIDENTALLYSTARTED. DO NOT OPERATE THE CONVEYORWHEN CLEANING THE MACHINE. KEEP HANDS,FEET AND CLOTHING AWAY FROM ROTATINGBELT, PULLEYS AND ROLLERS. STOP THECONVEYOR BEFORE CLEANING THE BELT,PULLEYS OR ROLLERS.

Conveyor Directional Control Valve: Controls thedirection and speed of the charging conveyor. Whenthe control valve is moved towards the “forward”position, the conveyor runs in a charging direction.The “off” position stops the conveyor. “Reverse” isused mainly for cleaning the belt. The more thecontrol 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

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the belt and then turn it 1/2 turn to clean the oppositeside. Do not allow the conveyor to run continuouslywhen cleaning.

Travel control valve and micro switch033-3183c

WARNING!! !BE CERTAIN THAT THE AREA IN FRONT OF, ANDBEHIND THE MACHINE IS CLEAR BEFOREMOVING THE MACHINE. MOVE THE MACHINESLOWLY WHEN LOADING OR UNLOADING IT. BECERTAIN THAT THE AREA AROUND THEMACHINE IS CLEAR BEFORE TURNING.

Travel Variable Speed Control Valve: Controls theoperating travel speed in either forward or reversefrom 0 to 30 fpm (0 to 9 mpm) or 0 to 54 fpm (0 to 16mpm) in auxiliary travel. Travel of the machine shouldalways be started or stopped with this valve. Whenthe control valve is moved in the decrease direction tothe “off” position, the track drive system is stopped. Asthe control is rotated in the increase direction, the trackdrive system begins to operate. The more the controlvalve is moved in the increase direction, the faster thetracks will turn.

Micro Switch: Automatically starts and stops all ofthe vibrators. When the travel variable speed controlvalve handle is raised clear of the micro switch button,the machine will begin to move and the vibrators willbegin to operate simultaneously. When the controlvalve handle is pushed down, depressing the microswitch button, the vibrators will stop at the same timeas the machine stops.

Note: The auxiliary travel/vibrator selector valvemust be in the “vibrator” position and the vibratorvariables must be turned in the increase directionfor the vibrators to operate.

The micro switch controls output signal to the steerservo valve. When the button is depressed, the outputsignal to the steering servo valve is broken. When thebutton is released, steering output to the steer servovalve is restored.

The micro switch also acts as an engine start safetyswitch. The switch button must be depressed to crankthe engine.

Auxiliary travel/vibrator selector valve033-3183d

Auxiliary Travel/Vibrator Selector Valve: Directsthe hydraulic fluid flow from the vibrator pump to thevibrator system when in the “vibrator” position (knobpulled out). Directs the hydraulic fluid flow from thevibrator pump to the tractive system when in the“auxiliary travel” position (knob pushed in).

Track directional control valves033-3184a

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WARNING!! !BE CERTAIN THAT THE AREA IN FRONT OF, ANDBEHIND THE MACHINE IS CLEAR BEFOREMOVING THE MACHINE. MOVE THE MACHINESLOWLY WHEN LOADING OR UNLOADING IT. BECERTAIN THAT THE AREA AROUND THEMACHINE IS CLEAR BEFORE TURNING.

Travel Directional Control Valves: Controls thetravel direction of each track individually. When thecontrol valve is placed in the “forward” position, thecorresponding track will move forward and will move inreverse 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. Thestarting and stopping of the tracks is controlled by thetravel variable speed control valve.

Track two speed switch033-3031

Track Two Speed Switch: Used to control highspeed (transport travel) and low speed (paving)operation of the track drive motors. By placing theswitch in the "off" position, the hydraulic oil supplied tothe track drive motors is routed through the motor tooperate at high torque and low speed (pavingoperations). By placing the switch in the "on" position,the hydraulic oil supplied to the track drive motors isrouted through the motor to operate at low torque andhigh speed (transport travel).

! !DANGER!TO PREVENT SERIOUS INJURY, OR DEATH, BECERTAIN THAT THE TRIMMERHEAD AREA ISCLEAR BEFORE STARTING THETRIMMERWHEEL. STAY CLEAR OF THETRIMMERWHEEL AND DISCHARGE AUGER WHENTHE ENGINE IS RUNNING. STOP THE ENGINEBEFORE PERFORMING ANY SERVICE WORK ONTHE WHEEL UNLESS OTHERWISE INSTRUCTED.

Trimmerhead control valve033-3184b

Trimmerhead Control Valve: Controls the directionof the trimmer wheel rotation. “Forward” positionrotates the trimmer wheel in a direction opposed tomachine forward travel. “Off” position stops the wheelrotation. “Reverse” position rotates the wheel in areverse direction to free it of debris.

Draw bar lift switch033-3261

Controls a solenoid valve which operates a hydraulicmotor used to raise and lower the slipform mold drawbar. “Up” raises the drawbar and “down” will lower it.The center position will stop the form in a givenposition, but will not necessarily hold it in that position.

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Hold over cylinder option033-3084

Hold over control valves033-3179

Hold-Over Control Valve: Controls the hydrauliccylinder used to hold the rear of the slipform moldagainst the existing roadway when pouring against it(scab-on). “Off” will pull the slipform away from theexisting roadway and “on” will push the slipformagainst the roadway. The center position will stop theform in a given position, but will not necessarily hold itthere. The valve is used in conjunction with theholdover pressure control valve and must be operatedin the “on” position during pouring operations.

Note: The holdover is an optional system,however, the main control valve is installed on themachine.

Holdover Pressure Control Valve (Optional): Usedto adjust the amount of pressure holding the rear ofthe slipform mold against the existing roadway.Adjustable from 30 to 600 psi (2 to 41 bar) by turningthe control knob clockwise to increase pressure andcounterclockwise to decrease pressure.

Hold down cylinder033-3081

Hold down control valves033-3179

Hold-Down Control Valve: Controls the hydrauliccylinder used to hold the rear of the slipform molddown in firm contact with the concrete. “Up” raises therear of the slipform mold and “down” will lower it ontothe concrete. The center position will stop the form ina given position, but will not necessarily hold it in thatposition. The valve is used in conjunction with thehold-down pressure control valve and must beoperated in the “down” position during pouringoperations.

Hold-Down Pressure Control Valve: Used to adjustthe amount of pressure holding the rear of the slipformmold down on the concrete. Adjustable from 30 to 600psi (2 to 41 bar) by turning the control knob clockwiseto increase pressure and counterclockwise todecrease pressure.

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Trimmerhead shift control valve033-3179b

Trimmerhead Shift Control Valve: Used to laterallymove the trimmerhead left or right on the machineframe. Moving the valve to the left position willlaterally shift the trimmerhead up to 48 in. (122 cm) tothe left for trimming and pouring operations. Movingthe valve to the right position will laterally shift thetrimmerhead to the right for machine transport orobstacle clearance. The trimmerhead will maintain it’slateral position when the valve is allowed to return tocenter. The control is spring centered and will returnto the center position when released.

Right leg shift control valve033-3179c

Right Leg Control Valve: Controls the lateralpositioning of the right leg assembly from fullyretracted 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 movingthe control valve to the “in” position will cause the legto retract. The leg will maintain it’s lateral positionwhen the valve is allowed to return to center.

Note: Be certain that the locking bolts in thebottom of the outer guide tube are loosenedbefore shifting the leg. The locking bolts shouldbe tightened when the leg is fully extended.

Curb cut out control valve033-3179d

Curb Cut Out Control Valve: Controls the lateralshifting of a driveway blockout blade into the side ofthe curb section of the slipform mold profile. Movingthe control valve to the "in” position will cause theblockout blade to insert into the curb and will retractwhen the control valve is moved to the "out" position.

Vibrator variables033-3029

Vibrator Variable Control Valves: Used toindividually control the vibration output of eachhydraulic powered concrete vibrator in the slipformmold. Controls vibrator output from 0 to 10,500vibrations per minute (vpm). Rotating each controlknob counterclockwise increases vibration andclockwise decreases vibration in the correspondingvibrator. Turning the knob all the way clockwise stopsthe vibrator attached to that circuit.

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Servo valves033-3051a

Servo Valve Manual Overrides: Used fortroubleshooting the steering and grade systems todetermine if the problem is electrical or hydraulic. Thelever is mounted on top of the valve. By moving themanual control lever on the top of the servo valve, thesystem controlled by that valve should respond asfollows.

1. Left front, left rear, and right grade: Bymoving the manual control lever forward, thecorresponding leg should raise and should lowerwhen the lever is moved to the rear.

2. Steering: By moving the manual control leverforward, the machine should turn left and shouldturn right when the lever is moved to the rear.The machine must be traveling in forward orreverse to check the manual operation.

Note: The main control panel should be in the"standby" mode when checking the operation ofthe override levers.

Conveyor lift control valve033-3201

Conveyor Lift Control Valve: Controls the verticalmovement of the receiving hopper end of the conveyorto allow easier concrete discharge from supply trucks.Moving the control valve to the “up” position will raisethe receiving end of the conveyor and moving thecontrol valve to the “down” position will lower thereceiving end of the conveyor. Center will hold theconveyor in a given position.

Emergency stop button033-3215

WARNING!! !A DEFECTIVE EMERGENCY STOP SYSTEM MAYCAUSE SEVERE INJURY OR DEATH. DO NOTOPERATE THE MACHINE WITH AN INOPERATIVEEMERGENCY STOP SYSTEM. CHECK THEEMERGENCY STOP SYSTEM FOR PROPERWORKING ORDER BEFORE BEGINNING PAVINGOPERATIONS.

Emergency Stop Button: Used to stop the operationof all hydraulic systems except the lift system inemergency situations. Depressing any one of theemergency stop buttons located around the machinewill cause a vented relief to open in the trimmer,conveyor, track and vibrator systems. This will dumpall oil supply for each of the systems back to thepressure tank. Pull out or turn the button to reset theemergency stop circuit.

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Emergency stop reset switch033-3220

WARNING!! !BE CERTAIN THAT ALL CONTROLS ARE IN THEOFF POSITION BEFORE ACTIVATING THE RELAY.TO PREVENT SERIOUS INJURY, OR DEATH, BECERTAIN THAT ALL PERSONS ARE CLEAR OFTHE TRIMMER/AUGER, CONVEYORS ANDTRACKS BEFORE ACTIVATING THE RELAY.

Emergency Stop Reset Switch: Used to reset theemergency stop relay when one of the emergencystop buttons has been depressed. The reset switchmust be depressed whenever the emergency stopreset indicator light is illuminated. The emergencystop button must be reset to the out position prior todepressing the emergency stop reset switch. Place allhydraulic controls in the “off” or “neutral” positionbefore resetting the emergency stop circuit.

Emergency Stop Indicator Light: Used to indicatewhen the emergency stop relay must be reset or whenan emergency stop button has been depressed.When it is illuminated, the emergency stop resetswitch must be depressed to energize the emergencystop relay. When the relay has been energized, thelight will go out.

Note: The emergency stop indicator light will beilluminated after initial start up of the engine aswell as whenever an emergency stop button hasbeen depressed.

04 Network Control System

Faceplate Controls and Gauges

Network control panelNET-0058

The network control panel is designed to provideaccess to all functions required for normal pavingoperations. Additional functions are accessed with theswitches that are located under the cover at thebottom of the panel. The panel consists of threeindividual leg modules, a main control module, thesmart steer panel, an all jog switch and a warning light.

Individual leg moduleNET-0060

Each leg module consists of a deviation meter andvarious switches used to control a single elevationloop. The module consists of a deviation meter that isused to display grade sensor position. The deviationmeters are also used to show sensitivity settings andautomatic/manual status. A single segment indicator(indicator to one side of meter center) shows elevation

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error. The curved segments to the side indicateelevation. The indicators for the left elevation displayswill be pointed to the left and the indicator for the rightelevation display will be pointed to the right. Automatic(A) or manual (M) control mode is indicated bysegments in the lower corners of the display. If theelevation loop is in manual, the manual (M) segmentwill be displayed. The automatic (A) segment will bedisplayed if the control loop is in the automatic mode.Backlighting of the display meter is provided for lowlight and night viewing.

A set of three switches positioned vertically along theside of the deviation meter are used for control ofelevation. The auto/manual (A/M) switch will set theelevation loop for manual operation through the use ofthe jog switches, or automatic operation through theuse of the corresponding sensor. The jog switches areused to manually change the elevation of the leg whenthe control loop is in the manual mode. The jogswitches will override the sensor signals when thecontrol loop is in the automatic mode. The jogswitches are functional with the main control module ineither run or standby. The switches are also used toincrease or decrease sensitivity when required.

Note: The left front module also contains adeviation meter that is used to display steeringsensor position.

Main control moduleNET-0059

The main control module is located in the center of thenetwork control panel. The main control moduledisplay is capable of displaying letters (alpha),numbers (numeric) and some special symbols in twolines of up to 24 characters each. The display is usedfor general system information, as well as variouscalibration, service and testing information.Backlighting of the display panel is provided for lowlight and night viewing.

The slope setpoint switches are used to change thecross slope of the machine frame. Depressing theswitch with the arrow pointing to the left (-), will causethe right side of the machine to raise. The right side ofthe machine will lower if the switch with the arrowpointing to the right (+) is depressed. By depressingand releasing either switch, the slope command will

change in 0.05% increments. By depressing andholding the switch, the slope command will slowlychange in 0.05 % increments for approximately twocounts, and then rapidly change in 0.2% incrementsuntil the switch is released. A small wedge symbol willappear when the slope is changed either directionfrom 0.0%. If the machine frame is commanded to tiltto the left, the wedge symbol will appear, tilted to theleft. If the machine frame is commanded to tilt to theright, the wedge symbol will appear, tilted to the right.

The run/standby switch is used to place all controlsystems in the run mode, or in the standby mode. Themode of the system is shown in the upper left corner ofthe 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 servovalves are turned off. In the run position, the manual/automatic selection made at the individual controlloops will control the corresponding servo valve.

Warning Light: The warning light will provide avisible signal if a problem should occur in the controlsystem. If the main control module is in the “standby”mode, the light will flash. If there is a problem in oneor more of the individual control loops with the maincontrol module in the run (R) mode and the individualloop in the automatic (A) mode, the light will remainilluminated. If there is no problem in the system withall functions in the automatic mode, the light will goout.

Note: The alarm system must be set to the “lamp”mode for the light to indicate a fault. If the alarmsystem has been set to the “ignore” mode, thelight will not come on. If the alarm system hasbeen set to the “horn & lamp” mode, the horn willsound any time that the light comes on. Refer tothe section covering calibration for instructions onhow to set the alarm mode.

All jog switch033-3186a

All Jog Switch: The all jog switch is used tosimultaneously raise or lower all legs. When using theall jog switch, the main control module can be in run(R) or standby (S), and the individual elevation controlloops can be in manual (M), or automatic (A). The all

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jog switch will override the automatic functions. If themain control module is in the standby (S) mode, or theindividual elevation loops are in the manual (M) mode,when the all jog switch is released, the legs(s) will holdat the current position. If the main control module is inthe run (R) mode when the jog switch is released, thecontrol of the elevation loops that are in the automatic(A) mode will return to the sensors. If the loop inautomatic (A) is being controlled by the slope sensor,the corresponding leg will follow the sensor in thenormal manner. If the loop in automatic (A) is beingcontrolled by a grade sensor, the leg will follow thesensor in the normal manner, unless the sensor hasreached the off line limit.

Smart steer controlsNET-0058a

Smart steer controls: The smart steer panelcontains a steering control dial for manually steeringthe machine, a forward/reverse switch and a manual/auto switch. The manual/auto switch is used to placethe steering control in either the auto, or manual mode.When the switch is in the manual mode, the steeringcan be controlled by the steering control dial on thecontrol panel. When in the auto mode, the steering iscontrolled by the sensor following a preset guideline.

The forward/reverse switch sets the steering controlsystem for either forward or reverse operation whilefollowing the preset guideline. When the switch is inthe “forward” position the steering system is set tooperate correctly in automatic control while travelingforward. The main display panel will indicate that thesystem is set for forward. When the travel switch is inthe “reverse” position the steering system is set to

operate correctly in automatic control while traveling inreverse. The main display panel will indicate that thesystem is set for reverse.

The manual steer dial is used to turn the machine inthe manual mode. When the indicator on the dial iscentered the machine will travel straight ahead. As thedial is turned either direction from center, the machinewill turn accordingly. The more the dial is turned, thefaster the machine will turn. The manual steer dial hasno affect on the steering when the manual/auto switchis in the “auto” position.

Service Panel Switches

Service panel switches031-0149

LAST/NEXT/CLEAR Switches: When the start-updisplay is active, the LAST and NEXT switches areused to advance or recall the various displays on themain control module. The displays that can be viewedat this time are the main start-up display, the jobdistance, the total distance, the average distance perminute and the actual slope. The CLEAR switch isused to clear any of the distance displays back to the“0” setting. The CLEAR switch will have no effect oncertain functions when they are displayed (such asslope setting).

When either the CALIB (calibrate), SERVICE, SET, orTEST switch on the service panel is depressed, theLAST and NEXT switches are used to advance orrecall the various displays on the main control module.Read the message on the main control module displayand proceed as directed.

Note: The ENG (engine) and HYD (hydraulic)switches are currently inactive. The STOREswitch is used when in the SET mode.

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Sensitivity switches031-0148a

Sensitivity Switches: The sensitivity switches areused to activate the sensitivity setting modes.Depressing and releasing the ELEV (elevation) switchwill cause the setting for each individual elevation loopto be displayed on the corresponding display. Thesensitivity setting is indicated by the number ofindicators displayed. Minimum sensitivity is with oneindicator showing and maximum is with twentyshowing. The sensitivity can be set at any place inbetween. The sensitivity is typically setting on theelevation control loops is typically with ten (10) toeleven (11) indicators showing. Individual elevationcontrol loop sensitivities can be increased bydepressing the up switch, or decreased by depressingthe down switch. For each depression of either switch,the sensitivity will change one setting. To exit theelevation sensitivity mode, depress and release theELEV switch.

Depressing and releasing the STEER switch will causethe steering sensitivity setting to be displayed on themain control module display. The sensitivity setting isindicated 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 settingof the steering, the slope set switches are used. Foreach depression of either switch, the sensitivity willchange one setting. For optimum performance, it maybe necessary to increase or decrease the sensitivity.Sensitivity settings can be made in the standby or runmode.

Calibrate Switch031-0148b

Calibrate Switch: The CALIB (calibrate) switch willbring up machine specific configuration displays on themain control module. When in the calibration mode,the LAST and NEXT switches will scroll through theavailable calibration displays. The + and - slopeswitches are used to change the various settings. Thevarious displays that can be accessed, and changed,when in the calibration mode are alarm modeselection, English/metric display selection, machinewidth, grade and steering sensor phasing, and “AllJog” valve drive voltage settings. To exit thecalibration mode, depress and release the CALIB(calibrate) switch.

Engine, hydraulic and service switches031-0147

Engine, Hydraulic and Service Switches: The ENG(engine) and HYD (hydraulic) switches are currentlyinactive. The SERVICE switch will bring up test modedisplays on the main control module. When in theservice mode, the LAST and NEXT switches will scrollthrough the available service displays. The variousdisplays that can be accessed, and tested, when in theservice mode are switch test and display test. To exitthe service mode, depress and release the SERVICEswitch.

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Set and Store Switches031-0142a

Set, Test and Store Switches: The SET switch willbring up reference adjustment displays on the maincontrol module. It is used to change the null positionof the slope sensor. When in the set mode, theautomatic/manual (A/M) switch or the LAST and NEXTswitches may be depressed to display the null positionof the appropriate slope sensor on the display panel.By depressing the STORE switch, a new null value willbe assigned if the slope sensor is within the null limits.To exit the set mode, depress and release the SETswitch.

Test Switch031-0142b

The TEST switch will bring up test mode displays onthe main control module. When in the test mode, theLAST and NEXT switches will scroll through theavailable test displays. Depressing the automatic/manual (A/M) switch on each control loop will alsoaccess the available test displays for each loop. Thevarious displays that can be accessed, and tested,when in the test mode will show sensor and valvevoltages during active operation of the system. To exitthe test mode, depress and release the TEST switch.

Displays

033-3341

GT-6200 S0031001 19Apr95

Machine model display033-3341

When the ignition switch is first turned on, the maincontrol module display will show the power-up screenfor approximately five seconds. The machine modeland setup configuration will be displayed on the upperline. The program identification number (softwarenumber) and the revision date will be displayed on thelower line. During this time the system is self checkingthe programming for faults. If a fault exists in theprogramming, the display panel will indicate that a faultis present.

033-3340

R: SLOPE SET = 0.00% Forward STRING 2 TRACK

Normal operating display033-3340

After the program checks are completed, the displaypanel will change to the normal operating display. Theletter “S” or the letter "R" on the left end of the upperline will indicate that the main control module is in thestandby mode, or the "run" mode (system will be in"standby" on start-up). The next display on the upperline indicates the slope setting percentage. If theslope setting is adjusted either direction from “0.00%”,a wedge symbol will appear indicating the direction ofthe slope. The first display in the lower line willindicate the machine direction of travel. The secondpart of the lower line will indicate how the machinesteering is to be controlled.

360293

S: JOB = 511 ft

Job display360293

The LAST/NEXT/CLEAR switches are used to call updisplays other than the slope command setting.Depressing the NEXT switch will bring up the job feet(meters) traveled during pouring operations on thelower line of the main control module. The job feet(meters) odometer display can be any part of the totaldisplay, or equal to the total display. The job display isintended to display distance traveled on short runs, orfor each load of concrete.

Depressing the NEXT switch again will bring up thetotal feet (meters) traveled during pouring operationson the lower line of the main control module. The totalfeet (meters) is a cumulative total of all feet (meters)

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poured since the total was last cleared and couldinclude several days of pouring.

Note: Once the total is cleared, it cannot bereprogrammed back into the system.

When the NEXT switch is depressed again, the displaywill show average feet (meters) per minute for the job.Depressing the LAST switch will bring up the previousdisplay.

The CLEAR switch is used to reset the total, job oraverage displays back to zero. Depressing theCLEAR switch while in the average feet (meters) perminute mode, will return the average to zero, but willnot affect the job or the total. Depressing the CLEARswitch while in the job mode, will return the job displayto zero, but will not affect the total. Depressing theCLEAR switch while in the total mode will clear boththe total and the job displays. The CLEAR switch hasno affect on the slope mode.

033-3343

S: actual slope (%) Fr = 0.20 Rr = 1.00

Actual Slope Display033-3343

When the NEXT switch is depressed again the displaywill show actual slope in the machine frame. Thisdisplay differs from the slope setpoint setting in thatactual slope is a reading taken directly from thesensor. It also indicates whether the slope setpointsetting coincides with the sensor position on the frame.

033-3344

S: STEER VALVE << ---- >>

Steer valve signal display033-3344

When the NEXT switch is depressed again the displaywill show the steer valve correction signal. Thisdisplay indicates the percentage of drive signal beingsent to the steer servo valve from the networkautomatic control system. The left or right arrowsindicates whether the signal is correcting the machinetravel to the left or to the right. When the micro switchunder the variable travel control valve is depressed,the steering drive signal is turned off and no drivesignal will be displayed.

033-3345

ELEV SENSITIVITY use jogs to adjust

Elevation sensitivity displays

Depressing and releasing the ELEV (elevation) switchwill cause the setting for each individual elevation loopto be displayed on the corresponding display. Thesensitivity setting is indicated by the number ofindicators displayed. Minimum sensitivity is with oneindicator showing and maximum is with twentyshowing. The sensitivity can be set at any place inbetween. The sensitivity is typically setting on theelevation control loops is typically with ten (10) toeleven (11) indicators showing. Individual elevationcontrol loop sensitivities can be increased bydepressing the up (↑) switch, or decreased bydepressing the down (↓) switch. For each depressionof either switch, the sensitivity will change one setting.To exit the elevation sensitivity mode, depress andrelease the ELEV switch.

033-3346

STEER SENS jog to adjust Steer Gain = 10

Steer sensitivity display033-3346


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Calibrate Displays

360294

SYSTEM CALIBRATION LAST or NEXT for more

System calibration display360294

The calibrate mode is used to select various settingsneeded during setup and operation of the machine.By depressing and releasing the CALIB (calibrate)switch at the bottom of the control panel, the maincontrol module display will indicate that the calibrationmode has been entered. Depressing the LAST orNEXT switches will scroll through the individualcalibrate settings.

360296

CAL: press +/- to adjust ALARM MODE = LAMP & HORN

Alarm display360296

Depressing and releasing the NEXT switch will selectthe alarm mode on the main control module display.The alarm system alerts an operator to a malfunctionoccurring in the monitored systems. The upper linewill display “press +/- to adjust” while the lower line willdisplay “ALARM MODE” and the current setting. Usethe slope adjust switches (+ or -) to change the modeto scroll through the alarm mode settings available.When the mode displayed is “ALARM MODE =IGNORE” the system will not alert the operator tomalfunctions. When the mode displayed is “ALARMMODE = LAMP”, the lamp will illuminate when amalfunction occurs. When the mode displayed is“ALARM MODE = LAMP & HORN”, the lamp willilluminate and the audible alarm will sound when amalfunction occurs. The appropriate setting isselected when it is displayed.

Note: When the alarm mode is set for “LAMP &HORN”, the lamp will flash when the main controlmodule is in “standby”, but the audible alarm willnot sound.

360297

CAL: press +/- to adjust UNITS = METRIC

English/metric display360297

Depressing and releasing the NEXT switch will selectthe English/metric units mode on the main controlmodule display. The units mode is used to designatethe numerical system used in the distancemeasurements accumulated in the controller. Theupper line will display “press +/- to adjust” while thelower line will display “UNITS” and the current setting.Depressing the +/- switches will scroll through theelevation mode settings available (English, Metric).The appropriate setting is selected when it isdisplayed. Conversion of any existing measurementsis automatic when changing from one numeric systemto the other.

033-3342

CAL: press +/- to adjust MACHINE WIDTH = 1005 cm

Machine width display033-3342

Depressing and releasing the NEXT switch will selectthe machine width mode on the main control moduledisplay. The upper line will display “press +/- toadjust” while the lower line will display “MACHINEWIDTH” and the current setting. Depressing andreleasing the slope setpoint switch with the + sign willincrease the setting in 1 in. (2.5 cm) increments.Depressing and releasing the slope setpoint switchwith the - sign will decrease the setting in 1 in. (2.5cm) increments. Depressing and holding either of theswitches will rapidly increase or decrease the setting.Machine width is determined by measuring thedistance between the center of the left track(s) and thecenter of the right track(s).

360298

CAL: press +/- to adjust GRADE WANDS = PULL

Grade wand display360298

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Depressing and releasing the NEXT switch will selectthe grade sensor phasing on the main control moduledisplay. Grade sensor phasing allows attachment ofthe grade sensor wands for pushing or pulling thewands along the stringline. All grade sensors mustface 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 thegrade wand settings available (Push, Pull). Theappropriate setting is selected when it is displayed.

360299

CAL: press +/- to adjust STEER WANDS = PUSH

Steer wand display360299

Depressing and releasing the NEXT switch will selectthe steer sensor phasing on the main control moduledisplay. Steer sensor phasing allows attachment ofthe steer sensor wands for leading or trailing thewands along the stringline. Both sensors must facethe same direction. The upper line will display “press+/- to adjust” while the lower line will display “STEERWANDS” and the current setting. Depressing the +/-switches will scroll through the steer wand settingsavailable (Lead, Trail). The appropriate setting isselected when it is displayed.

360306

CAL: press +/- to adjust LF max all jog = 200ma

All jog display360306

Depressing and releasing the NEXT switch will bringup each of the all jog voltage modes on the maincontrol module display. The all jog voltage values toeach elevation control loop can be changed to raise alllegs at the same speed regardless of weightdistribution. The upper line will display “press +/- toadjust” while the lower line will display the control loopposition (LF, RF, LR) with “max all jog” and the voltagesetting. Depressing the +/- switches will increase ordecrease the voltage setting. Setting range is 0 to 250ma (milliampere) for each of the control loops. Toadjust, select the desired leg by scrolling through thedisplays. Adjust the setting up or down as desired andcheck the operation with the all jog switch. If the up or

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 onthe automatic control output signals.

Operation of System

033-3341

GT-6200 S0031001 19Apr95

Start-up display033-3341

Start-up: When the ignition switch is first turned on,the main control module display panel will show thepower-up screen for approximately five seconds.During this time the controller is self checking forfaults.

033-3340

R: SLOPE SET = 0.00% Forward STRING 2 TRACK

Operating display033-3340

The normal operating display will indicate thecontroller status, slope setting, travel direction andsteer mode.

Control loop in manual mode033-3217

Manual operation: With no sensors connected, anyleg on the machine can be raised or lowered with themain control module in the standby (S) or run (R)mode, or with the control loops in the manual (M) orautomatic (A) mode. To raise or lower the leg,depress and hold the up, or down switch on theappropriate control loop. When the machine is at thedesired height, release the switch.

To manually raise or lower any leg on the machinewith the sensors connected, the main control module

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must be in the standby (S) mode, or the control loopmust be in the manual (M) mode (if the main controlmodule is in the run (R) mode).

Note: To hold the machine frame level, it isrecommended to place the main control module inthe run (R) mode, and the slope control loop in theautomatic (A) mode. Adjust the slope setpoint to“0.00%”. This will cause the frame toautomatically remain level while moving themachine around. It may be necessary to decreasethe sensitivity if the machine becomes unstable.

All leg elevations on the machine can be controlledthrough the use of the all jog switch. By moving the alljog switch in the “up” direction, all leg elevations willraise and will lower when the switch is moved in the“down” direction. If the weight distribution on each legvaries, it may be necessary to calibrate the all jogcurrent values to allow each leg to raise the machineframe equally. Refer to the calibrate display sectionfor adjustment procedures.

033-3339

R: SLOPE SET = 0.00% Forward KNOB 2 TRACK

Smart steer in manual mode033-3339

To manually steer the machine using the steering dial(with or without the sensors connected), the maincontrol module must be in the “run” mode and thesteer auto/manual switch must be in the “manual”position. Turn the manual steer dial either direction asnecessary to turn the machine. The more the dial isturned, the faster the machine will turn.

Automatic mode with slope033-3186

Automatic Operation: For automatic operation, thesensors must be mounted and connected to themachine. To set the control system for automaticcontrol, the machine should be set to the stringlineguide, following the instructions in the setup chapter.Check that the main control module is in the standby

(S) mode. Place each control loop in the automatic (A)mode by depressing each of the A/M switches. Placethe steering auto/manual switch in the “auto” position.Place the forward/reverse switch in the positioncorresponding to the direction of travel. Depress therun/standby switch to place the main control module inthe “run” mode (indicated by “R” in the display). Allelevation control loops should drive to the “null”(center) position as indicated by the control loopdisplay indicators. If a grade sensor wand is in the fullup or down position, when the system is placed in therun (R) mode, it may cause an “off line” condition andshut down the loop. To correct, move the appropriatesensor wand slightly back towards center. The systemwill recognize this as a normal operating range,placing the control loop back in the automatic modeand will now react to the sensor wand position.

Note: The steering system will not center untilmachine movement is started.

The slope command will return to the last value that itwas set at, even if the system has been shut down andrestarted. The slope setpoint switches are used tochange the cross slope of the machine frame. Bydepressing and releasing either switch, the slopecommand will change in 0.05% increments. Bydepressing and holding the switch, the slopecommand will slowly change in 0.05% increments fortwo counts, and then rapidly change in 0.2%increments until the switch is released.

Sensitivities on control loop033-3204

Sensitivity settings can be checked by depressing andreleasing either the ELEV (elevation) or STEERsensitivity switches under the service panel.Depressing and releasing the ELEV (elevation) switchwill cause the setting for each individual elevation loopto be displayed on the corresponding display. Thesensitivity setting is indicated by the number ofindicators displayed. Minimum sensitivity is with oneindicator showing and maximum is with twenty

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showing. The sensitivity can be set at any place inbetween. The sensitivity is typically setting on theelevation control loops is typically with ten (10) toeleven (11) indicators showing. Individual elevationcontrol loop sensitivities can be increased bydepressing the up switch, or decreased by depressingthe down switch. For each depression of either switch,the sensitivity will change one setting. To exit theelevation sensitivity mode, depress and release theELEV switch.


Set Displays

The set mode is provided to adjust the slope sensor ifit has been replaced or needs readjustment. Whenthe set button is depressed, the message “adjustreference (null)” will be displayed. All control functionscan be manually adjusted using the jog switches. Allautomatic functions are disabled.

The centering signals of the slope sensor can bechecked in the set mode. As the slope sensor ismoved through the range of travel, the centering signalreading should vary from 0.80 volts to 4.25 volts. 2.50volts is the electrical center of the sensors.

360310

SLOPE=2.55V NULL=2.50V press STORE to null

Slope sensor centering signal360310

Centering the Slope Sensor: Prior to storing a newnull point, the machine frame should be leveled fromside to side. To center the slope sensor, set the slopecommand to “0.00%”. Depress and release the SETswitch under the service panel. The main controlmodule display will indicate on the upper line “ADJUSTREFERENCE (NULL)” while the lower line will indicate“select via A/M switches”. To select the slope controlloop, depress the A/M switch on the appropriate

control loop. The main control module display willindicate on the upper line the position and type ofsensor, the current voltage value and the actual nullpoint of the sensor. The lower line will indicate “pressSTORE to null” and an arrow symbol will appear if thesensor is not within the null limits. If no arrow symbolappears on the lower line of the main control moduledisplay, depress the STORE switch under the servicepanel to store the new null point. If an arrow symbolpointing up or down appears, it indicates that theactual voltage reading is outside the null limits and thearrow indicates whether the actual voltage should beraised or lowered to be within the null limits. Loosenthe sensor mounting screws and rotate the sensor asnecessary to move the actual voltage closer to the nullvoltage reading. Tighten the mounting screwssecurely. Depress the STORE switch under theservice panel. Refer to the Maintenance chapter formore information.

Service Displays

The service mode is provided to test the control paneldisplays and switches. By depressing and releasingthe SERVICE switch at the bottom of the control panel,the main control module display will indicate theservice mode has been entered and depressing theLAST or NEXT switches will scroll through theindividual service tests.

033-3338

SWITCH TEST:KNOB REV DIS

Switch test display033-3338

Depressing and releasing the NEXT switch will bringup the switch test on the main control module. The topline will display SWITCH TEST and the currentposition of the auto/manual steer switch and theforward/reverse switch while the bottom line willdisplay the location, type and function of any switchthat is activated on the control panel. If a switch isactivated and no function is displayed, the switch isdefective and must be replaced.

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2-19

033-3337

DISPLAY TEST:check segments on meters

Meter segment display033-3337

Depressing and releasing the NEXT switch will bringup the meter segment test on the control loops and themain control module. The top line will display“DISPLAY TEST” while the bottom line will display“check segments on meters”. Each of the control loopmeters will display all segments in a circular pattern forpossible malfunction. Inspect each of the displays formissing segments and replace the display if segmentsare missing.

Test Displays

033-3336

Lt:PWR SNSR FrVLV RrVLV12.07V 4.98V 0.00V-0.00V

033-3335

LF:FGR Fr ST Rr GR Rr ST 2.50V 2.51V 2.48V 2.49V

Test mode displays033-3336; 033-3335

The test mode is provided as a digital volt meter to testthe various sensor signals and the steer dial signal(manual steer mode). Power and sensor supplyvoltages as well as output signals to the elevation andsteer servo valves are indicated on a second display.By depressing and releasing the TEST switch underthe service panel, the main control module display willindicate the test mode has been entered and thatdepressing the LAST or NEXT switches will scrollthrough the test displays for each leg.

The first display for a particular leg will indicate thelocation of the sensors and the individual outputvoltage signals from the grade (GR) and steer (ST)sensors. The second display for the same leg willindicate the location of the readings and the powersupplied to the individual DC-2 unit (PWR), the voltagesupplied to the sensors (SNSR) and the elevationvalve (ELVLV) and steer valve (STVLV) drive voltages.The voltage readings may be used in determining

whether a signal is being received from, or power isbeing supplied to the individual control functions of themachine for troubleshooting purposes. These displaysmay be accessed during automatic operation of themachine. The following table shows the low and highvoltage signals that the controller normally operates in.Any signal above or below the normal ranges is anindication of a faulty circuit and should be repaired orreplaced 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 systemdiagnostics. 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 typeof failure and the current voltage reading for the failedcircuit. If more than one fault exists, the main controlmodule will alternate between faults, giving an overallview of the problem. The following is a listing of thevarious fault messages. Refer to the troubleshootingchapter for more diagnostic information.

360319

LF SENSOR POWER FAILUREVALID RANGE = 4.75-5.25V

Panel sensor power failure360319

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PANEL SENSOR PWR FAILURE—This messagerefers to a problem with voltage being provided to themanual steer dial on the control panel as well assensor power for the emergency bypass system. Ifsensor voltage drops below 4.75 volts or increasesabove 5.25 volts the main control module display willalternate the message “panel sensor pwr failure” withthe normal operating display. The machine can beoperated in the manual mode only.

033-3348

BATTERY VOLTAGE FAILURE = 6.88V RANGE= 9.0-16.0V

Battery voltage failure033-3348

BATTERY VOLTAGE FAILURE—This messagerefers to a problem with battery voltage being providedto the control panel. If battery voltage drops below 9.0volts or increases above 16 volts the main controlmodule display will alternate the message “batteryvoltage failure” and the current voltage reading, withthe normal operating display. The machine cannot beoperated in the manual or automatic mode. Check for12 volt power at the circuit breaker. If 12 volts areevident, the cable between the control panel and thecircuit breaker is faulty and must be replaced. If 12volts are not evident at the circuit breaker, the batteryor charging system is faulty. Refer to troubleshootingthe Miscellaneous Electrical Circuits for moreinformation.

360317

LF GRADE OUT OF RANGE= 0.09V RANGE=1.2-3.8V

Grade out of range360317

SENSOR OUT OF RANGE—If the output voltagesignal from a sensor drops below 1.2 volts orincreases above 3.8 volts the main control moduledisplay will indicate the location and type of sensor.The message “sensor out of range” will alternate withthe normal operating display. The display will showthe current voltage reading and the “in range” voltage.The output voltage drive to the corresponding servovalve will shut down, holding the appropriate cylinderin position. The appropriate control loop must be inthe automatic (A) mode and the main control modulemust be in the run (R) mode prior to reading a fault ofthis type. To check, swap the sensor with one known

to be good. If the problem is corrected, the sensor isat fault and must be replaced. If the problem is notcorrected by swapping the sensor, swap the cordbetween the sensor and the bulkhead plug. If theproblem is not corrected by swapping the cord,disconnect the cable between the bulkhead plugs andthe DC2, at the DC2 controller. Swap the cable to oneof the other DC2 controllers. If the problem transferswith the cable, the cable is at fault and must bereplaced. If the problem remains with the DC2controller, the DC2 controller is at fault and must bereplaced.

Note: The working voltage range for the slopesensor is 0.25 to 4.75 volts.

Install bypass cable connection033-3193 & 033-3194

Notice: If the machine is equpped with black S2Xcontrollers, the bypass cable will not function andis not supplied with the machine. If the machine isequipped with blue DC2 controllers, the bypasscable will function as follows.

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If the DC2 controller has failed, it is possible totemporarily install the bypass cable in the back of thecontrol box to continue operation. To bypass adefective DC2, disconnect the large and smallbulkhead plug for the appropriate DC2 on the junctionbox that is bolted to the rear of the main control box.Connect the cable that is hanging from the maincontrol box labeled “Limp” into the large bulkhead plugon the junction box. The control functions for thatindividual leg are now transferred to the main controlpanel for temporary operation. The main panel displaywill alternate the message "DC2 Not Responding" withthe normal operating display when the limp cable hasbeen properly connected. Operation of the machinecan be resumed at this time.

Note: The bypass cable only allows operation ofthe machine if one DC2 controller has failed. Ifmore than one has failed it will not be possible tooperate the machine until repairs have beenaccomplished.

360318

LF GRADE OFF STRINGLINE= 1.29V RANGE=1.5-3.5V

Off stringline360318

OFF STRINGLINE—If the output voltage signal from asensor drops below 1.5 volts or increases above 3.5volts the main control module display will indicate thelocation and the type of the sensor. The message “offstringline” and the current voltage reading will alternatewith the normal operating display. The output voltagedrive to the corresponding servo valve will shut down,holding the appropriate cylinder in position. Theappropriate 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. Tocorrect this problem, place the sensor wand(s) back onthe stringline guide.

360319


Sensor power failure360319

SENSOR POWER FAILURE—This message refers toa failure of the power supplied to the sensors by theindividual DC2 controllers. If sensor voltage drops

below 4.75 volts or increases above 5.25 volts themain control module display will indicate the location ofthe failure. The message “sensor pwr failure” willalternate with the normal operating display. Theoutput voltage drive to the corresponding servo valvewill shut down, holding the appropriate cylinder inposition. If a power failure occurs in one of the DC2controllers it is possible to bypass the failed DC2controller temporarily. Install the bypass cable in theback of the control box. Disconnect each of the cablesfrom the failed DC2 and connect them to theappropriate connector in the bypass cable. Thecontrol functions for that individual leg are nowtransferred to the main control panel for temporaryoperation.

360320

LF BATTERY POWER FAILUREVALID RANGE = 9.0-16.0V

Battery power failure360320

BATTERY POWER FAILURE—This message refersto a failure of the power supplied to the individual DC2controller. If battery voltage drops below 9 volts orincreases above 16 volts the main control moduledisplay will indicate the location of the failure. Themessage “battery pwr failure” will alternate with thenormal operating display. The output voltage drives tothe corresponding servo valves will shut down, holdingthe appropriate cylinder in position. The machine canbe operated in the manual mode only. If a batterypower failure occurs to one of the DC2 controllers, itwill be necessary to disconnect the power cable andcheck for 12 volts. If voltage is low, check for 12 voltsat the circuit breaker. If 12 volts are apparent, thecable is defective and must be replaced. It is alsopossible to temporarily install the bypass cable in theback of the control box to continue operation.Disconnect each of the cables from the failed DC2 andconnect them into the appropriate connector in thebypass cable. The controls for that individual leg arenow transferred to the main control panel fortemporary operation. Replace the defective DC2controller or wiring as necessary.


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360321

LF ELEV SERVO SHORTVALID RANGE = 5-25 ohms

Elevation servo short360321

SERVO SHORT—If a short occurs in the wiring or thevalve, the main control module display will indicate thelocation and the type of the servo valve. The message“servo short” will alternate with the normal operatingdisplay. The output voltage drive to the correspondingservo valve will shut down, holding the appropriatecylinder in position. Normal servo valve coil resistancerange is 5 ohms to 25 ohms. A short occurs whenresistance is below 5 ohms. To check, disconnect thepolarized plug from the suspect servo valve. Connectthe plug from the DC2 controller to a servo valveknown to be good. If the fault message clears, thesuspect valve is defective and must be replaced. If thefault message remains, the servo valve is good andthe problem is in the wiring or the DC2 controller.



033-3347

STEER SERVO OPEN VALID RANGE = 5-25 ohms

Steer servo open033-3347

SERVO OPEN—If an open occurs in the wiring or thevalve, the main control module display will indicate thelocation and the type of the servo valve. The message“servo open” will alternate with the normal operatingdisplay. The output voltage drive to the correspondingservo valve will shut down, holding the appropriatecylinder in position. Normal servo valve coil resistanceis 5 ohms to 25 ohms. An open occurs whenresistance is above 25 ohms. To check, disconnectthe polarized plug from the suspect servo valve.Connect the plug from the DC2 controller to a servovalve known to be good. If the fault message clears,the suspect valve is defective and must be replaced. Ifthe fault message remains, the servo valve is goodand the problem is in the wiring or the DC2 controller.



360323

LF DC2 NOT RESPONDING

DC2 controller not responding360323

DC2 CONTROLLER NOT RESPONDING—If DC2controller failure occurs, the main control moduledisplay will indicate the location of the DC2. Themessage “DC2 controller not responding” will alternatewith the normal operating display. This messageoccurs when a DC2 controller is not communicatingwith the main control panel. To check, swap the DC2controller with one known to be good. If the problem iscorrected the DC2 controller is at fault and must be

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2-23

replaced. If the problem is not corrected by swappingDC2 controllers, swap the cable between the maincontrol panel and the affected DC2 controller with oneknown to be good. If the problem is corrected thecable is defective and must be replaced.



05 Moving the Machine

Before starting the engine, all oil and coolant levelsshould be checked. The machine should also begreased as specified in the Maintenance chapter.Position all hydraulic control levers in the “neutral” or“off” position.

Engine controls033-3057

To start the engine, turn the throttle open(counterclockwise) three or four turns. Be certain thetravel variable control valve is in the “off” position.Turn the ignition key to the “start” position until theengine “fires”. Release the key and allow it to return tothe “on” position. After the engine starts, do notincrease speed above 1000 rpm for one minute toallow engine oil pressure to increase, especially onturbocharged engines.

Notice: Do not operate starter longer than 30seconds at a time or damage may result. Allowstarter to cool for 2 to 3 minutes between startingattempts.

Depress micro switch button to crank engine033-3183e

Note: The variable travel control lever must bedepressing the micro switch button or the enginewill not crank. When the engine starts, the ignitionswitch must remain in the “on” position for theelectronic controls to function.

CAUTION!! !CONTINUOUS EXPOSURE TO ENGINE ANDMACHINE NOISE CAN CAUSE HEARING INJURY.DO NOT OPERATE THE MACHINE WITHOUTADEQUATE HEARING PROTECTION.

Increase engine speed to 1500 rpm and allow theengine to “warm up” for 10 to 15 minutes beforeactivating any function.

Raise machine with all jog switch033-3186a

To move the machine, or to load or unload it, increaseengine speed to 2150 rpm (maximum). Using the alljog switch, raise the machine high enough to clearobstacles.

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Automatic slope operation033-3186c

Note: To hold the machine frame level, place theslope control loop in the automatic (A) mode andthe main control module in the run (R) mode.Adjust the slope dial to “0.0%” of slope bydepressing the +/- switches in the desireddirection. By doing this, the machine frame willautomatically remain level, from side to side, whilemoving the machine. It may be necessary toadjust the sensitivity if the machine reactserratically.

Manual steer selectorNET-0063

Place the manual steer selector switch in the manualsteer position and the main control module in the run(R) mode. Steer the tracks to the desired direction byrotating the manual steer knob while moving themachine. If the machine must be turned rapidly, moveone of the control valves to the “neutral” position. Themachine can be turned by placing one valve in the“forward” position and the other in “reverse”.

WARNING!! !BE CERTAIN THAT THE AREA IN FRONT OF, ANDBEHIND THE MACHINE IS CLEAR BEFOREMOVING THE MACHINE. MOVE THE MACHINESLOWLY WHEN LOADING OR UNLOADING IT.USE CAUTION WHEN TRAVELING DOWNEMBANKMENTS TO AVOID TIP-OVER. BECERTAIN THAT THE AREA AROUND THEMACHINE IS CLEAR BEFORE TURNING.

Travel controls set for forward travel033-3058a

Place the track directional control valves in either“forward” or “reverse” for the desired direction ofmachine travel. To start the machine in motion, slowlymove the travel variable speed control valve clockwisein the “increase” direction. The more the control valveis moved in the “increase” direction, the faster themachine will move. To stop the machine travel, movethe travel variable speed control valvecounterclockwise in the "decrease" direction anddepress the micro switch button. If travel directionmust be changed, stop the machine travel with thetravel variable speed control valve, then change theposition of the travel directional control valves.Resume machine travel in the desired direction usingthe travel variable speed control valve.

Banded to the conveyor are several parts necessaryfor assembling the machine. Cut the bands and lay allparts off to one side for installation later. Remove thesensors, steering wands, grade wands and anymiscellaneous parts from the tool box under the seat.Lay them off to one side, out of the way until needed.

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3-1

Place a 4 feet (1.2 m) straight edge from the rear ofthe stainless trowel section, up into the main form.Adjust the rear of the stainless until there is an 1/8 inch(3 mm) gap between the rear edge of the main formand the straight edge Tighten the adjustment nutssecurely.

Straight edge in top of curb001-1758

Place the straight edge in the top of the curb profile.Adjust the rear of the curb profile until there is an 1/8inch (3 mm) gap between the rear edge of the mainform and the straight edge. Tighten the adjustmentnuts securely. Check the sides of the curb profile tobe certain that the leading edge of the stainless is notprotruding inside the dimensions of the main form. Ifso, slightly bend the leading edge of stainless trowelas necessary.

Adjusting the stainless trowel section in this mannerassures that as concrete slips from the main form, theleading edge of the stainless will not catch and tear thesurface. It also assures that the rear of the stainlesswill push down slightly on the concrete to give it atroweled surface.

Note: When adjusting the stainless trowel sectionon curb and gutter forms, it is normally easier toroll the form over on its top.

CHAPTER III CURB, GUTTER, &SIDEWALK SETUP


This chapter covers instructions for the preparation ofthe machine, trimmerhead and the various slipformmolds used for standard types of pouring. Alsocovered are instructions for mounting the attachmentsto the machine and pouring operations. At the end ofthe chapter are instructions for cleaning the machineat the end of the pour. Some procedures pertain tomachines that are being assembled for the first time,while others pertain to machines that may have beenin service for some time. All adjustments arerecommended procedures only. Pay particularattention to all safety statements!


DCAL-058

02 Curb and Gutter Form Preparation

Adjust stainless section001-1756

Stainless Trowel Adjustment: Adjust the stainlesstrowel section of the slipform mold so the leading edgeis approximately 1/8 inch (3 mm) above the rear edgeof the main pan. Make the adjustment at both sides ofthe mold. Tighten the adjustment bolts securely.

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3-2

Curved vibrators in barrier curb001-1759

Vibrator Installation: Vibrator placement in a barriertype curb (no gutter section) is with the lower vibratorin an underslung (horizontal) position, centered in thecurb. The tip should be 6 inches (15 cm) above thebottom of the form. The top vibrator should be in anoverslung (vertical) position, centered in the curbopening and tipped back slightly. The tip should be 6to 8 inches (15 to 20 cm) below the top of the opening.Tighten the vibrator attaching bolts and setscrewssecurely. Tighten the adjustable vibrator mountassemblies securely in position.

Straight vibrators in barrier curb form033-3245

When installing a straight vibrator into the barrier typecurb (no gutter section), position it so the tip is 6 to 8inches (150 to 200 mm) below the opening. Be certainthe wedge plate is between the vibrator mount and therear of the form hopper so the tip is tilted back slightly.Tighten the mounting bolt securely.

Note: It may be necessary to position thevibrators to one side of the recommended positionto allow steel bars to be fed into the form.

Straight vibrators in curb and gutter form033-3059

When installing straight vibrators in a standard curband gutter form, place one vibrator centered in front ofthe curb opening and 6 to 8 inches (150 to 200 mm)below the top of the opening. Install the gutter vibratorapproximately 4 to 6 inches (100 to 150 mm) from theouter edge of the gutter with the tip approximately 2inches (50 mm) above the grade. Install the wedgeplates between the vibrator mounts and the rear of theform hopper so the tips of the vibrators are tilted backslightly. Tighten the mounting bolt securely.

Curved vibrators in curb & gutter form001-1761

When installing vibrators in a standard curb and gutterform, place one vibrator in the overslung (vertical)position, centered in front of the curb opening. The tipshould be tilted back slightly and 6 to 8 inches (150 to200 mm) below the top of the opening. The guttervibrator should be underslung (horizontal)approximately 4 to 6 inches (100 to 150 mm) from theouter edge of the gutter with the tip centered in theconcrete thickness. Tighten the vibrator attachingbolts and setscrews securely. Tighten the adjustablevibrator mount assemblies securely in position.

To install vibrators in a drive-over type or a valley typecurb and gutter form, position both vibrators in the

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3-3

underslung (horizontal) position, approximately 4 to 6inches (100 to 150 mm) in from each edge. The tipshould be centered in the concrete thickness. Tightenthe vibrator attaching bolts and setscrews securely.Tighten the adjustable vibrator mount assembliessecurely in position.

Note: It may be necessary to position thevibrators to one side of the recommended positionto allow steel bars to be fed into any of the formspreviously described. On forms of 3 feet (0.91 m)wide or over, it may be necessary to add anadditional vibrator in the center of the form.

Install driveway cutter001-1767

Driveway Cutter Installation: Set the driveway cutterassembly in place on the square tubes at the top of theform. Insert the mounting bolts and tighten securely.Extend the cylinder to the maximum, making certainthe blade enters the slot in the top of the gutter profile.Check the gum rubber hose seals on each side of theblade to be certain they are snug to prevent grout fromleaking out.

Note: If a slot has not been cut in top of curbprofile, order GOMACO brochure numberH-0476-02 for complete installation instructions.

Look under the slipform mold and note the angle of thebottom edge of the blade. It may be necessary to cutthe bottom of the blade to get the desired angle.

Note: If blade angle is to be changed, do notremove an excess of material. Remove materialin small amounts and check performance aftereach such removal.

Install sideplate001-1770

Installing Sideplate: On forms that are designed tobe used for pouring against the edge of the existingroadway (scab-on), a removable sideplate is available.The sideplate may be installed so that the form may beused for pouring free standing curb and gutter. Boltthe sideplate to the side of the form and tighten theattaching bolts securely. When the form is used forscab on operations, the plate is removed and theguide plates are installed in its place.

Change stainless trowel section314-3600

The stainless trowel section must be changed tomatch the type of pour. Loosen the adjustment nutson the four stainless adjustment bolts. Remove thecotter keys and pins from the adjustment bolt clevisand remove the stainless section. Insert the properstainless section into place and install the pins andcotter keys. Adjust the stainless trowel as previouslydescribed.

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3-4

Adjustable sideplates001-2560

Adjustable Sideplates: On forms equipped withadjustable sideplates, it will be necessary to adjust thesideplates for the proper height. Raise the form off theground. Measure from the bottom of the sideplate tothe top of the curb form just ahead of the stainlesssection. This measurement should be 5/8 inch morethan the actual height of the curb to allow for slump.Raise or lower the sideplate as necessary with theadjustment bolt and tighten securely. It may benecessary to loosen each of the clamp plates on thesideplate guide tubes.

Measure from the bottom of the sideplate to the top ofthe gutter face just ahead of the stainless section.This measurement should be 3/8 inch more than theactual height of the gutter to allow for slump. Raise orlower the sideplate as necessary with the adjustmentbolt and tighten securely. It may be necessary toloosen each of the clamp plates on the sideplate guidetubes.

Measure from the top of the sideplate to the bottom ofthe angle iron on the side of the form, in line with therear adjustment bolt. Measure from the top of thesideplate to the bottom of the angle iron on the side ofthe form, in line with the front adjustment bolt. Adjustthe front of the sideplate until the measurement is thesame as the rear. Adjust the front of the sideplate inthe same manner on both sides of the form.

Note: Sideplate measurements may vary depending on the heightof the curb and concrete mix designs.

Hydraulic adjusted sideplates001-2559

Hydraulic Sideplates: An optional pressurecompensated sideplate assembly can be installed onthe form. Hydraulic pressure is used to hold thesideplates down in firm contact with the grade. Hangthe control box in an accessible position on themachine.

Connect the pressure and return hoses from thecontrol valve to the quick couplers hanging downunder the control console of the machine frame.Route the hoses from the sideplate cylinders over thetop of the slipform mold to the control valve box.Connect the hoses from the cylinder to the respectivehoses in the control box. Be certain to place theprotective covers over/in the quick couplers when theyare disconnected to keep dirt from entering thehydraulic system.

During pouring operations, place the control valvehandles in the “down” position and adjust the pressureholding the front and rear of each sideplate on thegrade to approximately 300 psi (20 bar). To adjust thepressure, loosen the jam nut on the adjusting screwand turn the screw in to increase pressure, or out todecrease 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 thesideplates.

Note: It may be necessary to operate the twofront sideplate cylinders in the “neutral” position ifrunning on soft subbase to prevent the sideplatefrom digging into the subbase material.

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3-5

03 Sidewalk Form Preparation

Sectional Form001-2683

Changing Sectional Form Widths: When changingthe width of the sectional sidewalk mold, it should beremoved from the machine. Place adequate supportblocking under the form on each side of the joint wherethe form is to be split.

Note: If a section is to be removed, placeblocking to each side of, but not under the section.

Remove Bolts Between Sections001-2688

Remove the bolts from the adjoining ends of thestainless trowel section. Remove the bolts from theback 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 boltsat each side of the section and lift the section clear.Remove the auger and install the appropriate sectionin its place. Push the sections together and insert thebolts previously removed. If a section is to be added,use a suitable lifting device and lift one side of the formaway from the other section enough to insert thesection of desired width. Insert the bolts through eachend of the added section. Do not tighten bolts at thispoint.

Note: If the width of the sidewalk exceeds 6 feet(1.83 m), an auger must be installed in the formhopper.

Straighten Bottom of Form001-2374

Using a suitable lift device, align the bottom edge ofthe form where the section(s) adjoin. Place a straightedge across the front and the rear of the main form tocheck for flatness. If the profile needs adjusting, itmay be necessary to shim the insert sections of themain form. Tighten all bolts securely.

Adjust sidewalk stainless001-1765

Stainless Trowel Adjustment: Adjust the stainlesstrowel section of the slipform mold so the leading edgeis approximately 1/8 inch (3 mm) above the rear edgeof the main pan. Make the adjustment at both edgesand at each center adjustment location. Tighten theadjustment nuts securely.

Place a 4 feet (1.2 m) straight edge from the rear ofthe stainless trowel section, up into the main form.Adjust the rear of the stainless, at each adjustmentlocation, until there is 1/8 inch (3 mm) gap between therear edge of the main form and the straight edge.Tighten the adjustment nuts securely.

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3-6

Adjust stainless for flatness001-1870

Place a straight edge across the rear edge of thestainless trowel to check for flatness. If the profileneeds adjusting, it may be necessary to adjust thecenter rear of the main form also.

Install sidewalk blockout001-1763

Blockout Installation: If the width of the sidewalkform must be made smaller, it will be necessary toinstall an optional blockout assembly. Tilt the form upuntil it is resting on the front of the hopper. Hold thebottom portion of the blockout in place and secure itwith the bolts, nuts and lock washers provided. Ifholes are not provided in the main form, it will benecessary to drill holes. Secure the blockout in thedesired location and mark the holes. Drill 3/8 inch (10mm) holes at each marked location and then installblockout.

Bolt the edger into place on the stainless trowelsection. Place a straight edge along the side of theblockout and adjust the front of the edger so it is 1/8inch (3 mm) outside the rear of the blockout. Adjustthe rear of the edger in, or out, so there is a 1/8 inch (3mm) gap between the rear edge of the blockout andthe straight edge. Tighten the attaching bolts securely.

Note: If holes are not in the stainless trowelsection, position edger in proper location and markholes. Drill a 3/8 inch (10 mm) hole at each of themarked locations and attach the edger.

Install hopper false end001-1766

Install the rear half of the false end into the slipformhopper and secure in to the rear of the hopper. Installthe front half and secure it to the front of the hopper.Fasten the two halves together in the center. Attachboth halves to the bottom of the blockout and tightenall mounting bolts securely. If holes are not present inthe hopper, mark and drill 3/8 inch (10 mm) holes.

Install vibrators in sidewalk form001-1764

Vibrator Installation: The vibrators are installed 4 to6 inches (100 to 150 mm) in from each edge in theunderslung (horizontal) position. The top of thevibrator tip should be even with the bottom of the formpan. On 3 to 5 feet (0.9 to 1.5 m) wide forms, a thirdvibrator should be positioned in the center of the form.On forms wider than 5 feet (1.5 m) a fourth vibratorshould be installed. The center two should be evenlyspaced. The center vibrator(s) should be installed inthe underslung (horizontal) position, with the top(s)even with the bottom of the form pan.

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3-7

Install depth extensions001-1760

Installing Depth Extensions: If the thickness of thesidewalk must be increased, bolt on extensions areavailable for the bottom of the form sides. Bolt theextensions into place and tighten securely. If no holesare provided in the bottom angles of the form, clampthe extensions in place and mark the location of theholes. Drill the holes, using a 3/8 inch (13 mm) drill bit.Fasten the extensions in place and tighten themounting bolts securely.

04 Trimmerhead Preparation

Remove end plate from trimmerhead001-1774

Changing Straight Grade Widths: The width of thetrimmerhead is adjustable by the installation orremoval of bolt in sections. Standard inserts areavailable in 12 inch (300 mm) and 18 inch (460 mm)widths (optional widths are available; consultGOMACO). Minimum trimming width is 30 inches(762 mm) and maximum width should not exceed 60inches (1.52 m). It is recommended that the trimmerwidth be at least 6 inches (150 mm) wider than thepouring width. To change the width of thetrimmerhead, it must be removed from the machine.Lay the trimmerhead over on its’ back. Remove theeight cap screws securing the flanged idler shaft to the

end of the trimmer wheel. Remove the eleven boltssecuring the end plate to the trimmer shroud andremove the end plate and shaft assembly. Useblocking between the trimmer shroud and the wheel tosupport the end of the wheel.

If the trimmerhead is to be shortened, locate the jointthat will shorten the trimmer to the desired length.Remove the eight bolts from the trimmer wheel flangeand the fifteen bolts from the shroud. Lift thesection(s) away. For minimum trimming width, the 30inch (762 mm) drive section is the only sectionnecessary.

WARNING!! !WHEN LIFTING A SECTION IN OR OUT OF THETRIMMERHEAD, DO NOT GET UNDER THELIFTING DEVICE, OR THE SECTION. DO NOTPLACE FINGERS IN HOLES TO CHECK FORALIGNMENT. SEVERE INJURY, OR AMPUTATION,COULD OCCUR IF THE SECTION WERE TO FALL.

Install insert and end sections001-1769

If the width of the trimmer is to be changed, determinewhich section(s) will be necessary. Position the insertshroud(s) next to the main trimmer and attach withfifteen bolts and tighten securely. With the toothmounts forming a continuous spiral, connect thetrimmer wheel insert(s) to the main trimmer wheel andtighten the bolts securely.

Move the end plate into place and attach to thetrimmer shroud. Tighten bolts securely. Attach theflanged idler shaft to the end of the trimmer wheel andtighten the bolts securely. Set the trimmer upright.Refer to the Maintenance chapter for instructions onadjusting wheel height.

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3-8

05 Mounting the Trimmerhead

Machine positioned behind trimmerhead033-3206

! !DANGER!TO PREVENT SERIOUS INJURY, OR DEATH, BECERTAIN THAT THE TRIMMERHEAD AREA ISCLEAR BEFORE STARTING THETRIMMERWHEEL. STAY CLEAR OF THETRIMMERWHEEL WHEN THE ENGINE ISRUNNING. STOP THE ENGINE BEFOREPERFORMING ANY SERVICE WORK ON THETRIMMERWHEEL UNLESS OTHERWISEINSTRUCTED.

It is normally advised to position the trimmerhead on arelatively flat area when mounting it to the machine.Move the machine into position to the rear of thetrimmerhead. Lower the machine until the mountingplates on the front of the machine frame are alignedand slightly lower than the quick attach mountingplates on the trimmerhead. It may be advisable tokeep the rear of the machine frame slightly higher thanthe front, as the trimmer tilts a small amount when it isremoved. Slowly move the machine forward until themounting plates contact one another. Raise themachine under the quick attach mounts as necessaryto align the bolt holes. Install the four 3/4 inch x 2 1/2inch (19mm x 57 mm) bolts, lockwashers and nuts andtighten securely.

Connect trimmer drive hoses033-3062

Route the trimmer drive motor hoses through thesupport tube on the front of the trimmerhead.Thoroughly clean the quick couplers on the drivehoses on the trimmerhead and on the machine toprevent dirt from entering the hydraulic system.Connect the trimmerhead drive motor hoses to theirrespective hoses on the machine. Whenever thetrimmerhead is removed, always place the protectivecovers over/in the quick couplers to prevent dirt fromentering the hydraulic system.

Note: It is recommended to connect the trimmerdrive hoses on the machine together when thetrimmerhead is removed.

Connect trimmer case drain line033-3063

Clean all dirt from the case drain line fittings. Connectthe case drain line from the trimmer to the machinecase drain line. Whenever the trimmerhead isremoved, always place the protective covers over/inthe case drain line connections to prevent dirt fromentering the hydraulic system.

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3-9

Using a suitable lifting device, lift the trimmerheadmount assembly into position as shown. Attach withfour bolts, lock washers and nuts and tighten securely.Mount the trimmerwheel to the hydraulic lift assemblyas previously described in section 04.

Connect fittings to hold over valve

033-3349

Left Trimmer Lift Cylinder

Right TrimmerLift Cylinder

1

2

3

4

Trimmer lift hydraulic plumbing033-3349

The hold over control valve is used to operate thevertical lift cylinders. Disconnect any existing hosesfrom the rear of the hold over valve fittings and placeplugs in the hoses to prevent debris from entering thehydraulic system. Connect the swivel tee fittingsprovided with the kit to the fittings on the hold overvalve and tighten securely. If present, connect anyexisting hoses to the 90° fitting on each swivel tee andtighten securely. If not, place caps over the 90° fittingsand tighten securely. Connect two 48 inch (1.22 M)hoses (number 1 in previous drawing) with flare swivelfittings on both ends to the swivel tee fitting on the holdover valve and tighten securely.

Connect male 6-6-6 tee fittings (number 2) to the endof the hoses labeled number 1 in the previous drawingand 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 pipethread sealer to the hose fitting and attach a male andfemale quick coupler to the end of each hose,tightening securely.

Connect two 36 inch (0.91 M) hoses (number 4 inprevious drawing) to the tee fitting (number 2) asshown and tighten securely. Apply pipe thread sealerto the hose fitting and attach a male and female quickcoupler to the end of each hose, tightening securely.

Notice: Do not place quick couplers in the casedrain line. Excessive back pressure caused byquick couplers may cause trimmer gearbox sealfailure.

Connect trimmer shift hoses033-3064

Connect the trimmerhead shift drive motor hoses tothe appropriate hoses from the trimmerhead shiftcontrol valve. Clean all dirt from the quick couplersbefore connecting them. Whenever the trimmerheadis removed, always place the protective covers over/inthe quick couplers to prevent dirt from entering thehydraulic system.

06 Mounting the Hydraulic Trimmerhead LiftAssembly

Trimmer Lift assembly033-3310

The hydraulic vertical lift height of the mount is 12inches (300 mm). To mount the assembly will requirethe removal of the trimmerhead from the front of themachine frame.

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3-10

07 Mounting the Water Tank

Install water tank on rear of machine033-3415

Use a suitable lifting device to lift the water tank intoplace on the rear of the machine frame. Slide the tankmount bars into the brackets on either side of themachine frame until fully inserted. Tighten thesetscrews to secure the tank to the machine frame.

Install water hose to pump033-3066

Connect the water hose to the outlet of the pump andtighten securely. Attach the hose nozzle to theopposite end of the hose. Coil the hose around thehanger bracket on the top of the tank for storage.

Connect water pump drive hoses to vibrator circuit033-3067

The water pump is powered by a vibrator circuit. Tooperate the pump, connect the drive motor hoses tothe quick couplers of a vibrator circuit (usually # 4).Rotate the corresponding vibrator variable control tothe maximum position (full counterclockwise). Placethe “auxiliary travel/vibrator” selector to the “vibrator”position. Run the engine at maximum speed androtate the “travel variable control” lever until contact isbroken with the micro switch.

Connect high pressure washer hoses to vibrator circuits033-3180

The high pressure washer is powered by two vibratorcircuits. To operate the pump, connect the pressurewasher drive hoses to the quick couplers of twovibrator circuits (usually number 3 and 4 vibrators).Rotate the corresponding vibrator variable controls tothe maximum position (full counterclockwise). Placethe auxiliary travel/vibrator selector valve to the"vibrator" position. Run the engine at maximum speedand rotate the travel variable speed control valve untilcontact is broken with the micro switch.

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3-11

08 Mounting the Conveyor

Install conveyor pivot mast assembly033-3174

Using suitable lifting equipment, install the conveyorpivot mast assembly into position on the left frontcorner of the machine frame. Install each lockingclamp with a 3/4 inch x 1 1/2 inch bolt, lock washerand flat washer and tighten finger tight.

Set the conveyor boom assembly down over the pivotmast. Swing the boom assembly towards the front ofthe machine.

Connect conveyor lift hoses033-3387

Connect the pressure and return hoses for theconveyor lift. Thoroughly clean the quick couplers onthe hoses from the control valve and on the hosesfrom the machine. Connect the valve hoses to theirrespective hoses on the machine. If the conveyorboom assembly is removed from the machine, alwaysplace the protective covers over/in the quick couplersto prevent dirt from entering the hydraulic system.

Note: Do not connect the conveyor lift hoses onthe machine together if the conveyor boomassembly is removed.

Install conveyor pivot arm033-3394a

Install the conveyor pivot arm to the pivot mastassembly. Attach using two bolts with lock washersand nuts and tighten securely.

Note: The pivot arm may be rotated to facilitatethe placement of concrete in a variety of slipformmold hoppers.

Attach the pivot arm spacer033-3395

Slide a pivot arm spacer on to the conveyor pivot arm.Measure and adjust the distance as shown to 8-1/2inches (216 mm) between the spacer and the pivotarm riser. Tighten the spacer set screw securely.

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3-12

Install the conveyor033-3408

Using a suitable lifting device, raise the conveyor andslide the conveyor on to the end of the pivot arm. Theconveyor pivot arm mount should contact the pivot armspacer.

Attach pivot arm spacer033-3407

Attach the pivot arm spacer to the end of the pivotarm. The pivot arm should be in a flush position withthe outside edge of the spacer. If not, reposition theinside pivot arm spacer and slide the conveyor on tothe pivot arm to allow the proper positioning. Tightenthe pivot arm spacer set screw securely.

Install conveyor hanger bracket033-3404a

Install the conveyor hanger bracket by inserting the pinthrough the holes in the bracket and the holes in theside of the conveyor frame. Secure the pin in place byinserting the hair pins through the holes at each end ofthe pin.

Connect lift chain to boom033-3405

Lower the conveyor boom and insert the chain on thehanger bracket into the hole in the end of the boom.Secure the chain in the slot.

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3-13

Connect conveyor drive hoses

Connect the conveyor drive motor hoses to the hoseson the machine. Thoroughly clean the quick couplersbefore connecting them. Connect the hoses from thedrive motor to their respective hoses on the machine.Connect the case drain line to the conveyor drivemotor. Whenever the conveyor is removed from themachine, always place protective covers over/in thequick couplers to prevent dirt from entering thehydraulic system.

Note: Early model conveyor drive motors are notequipped with a case drain line.

Install discharge shield on conveyor033-3071

Install the deflector chute belt by hooking the pins onthe brackets on each end of the belt into the holes oneach side of the upper end of the conveyor frame.Secure the belt in place by installing the hair pinsthrough the holes in the pins on the brackets.

09 Installing the slipform mold

Installation of the standard drawbar

Connect drawbar to adjustable mount plate033-3246

Remove the pin from the sliding drawbar mount plate.Lift the drawbar into place on the mount plate andinsert the pin through the second hole from the bottom,into the drawbar. Secure the pin in place with two hairpins.

Install drawbar adjustment turnbuckle033-3247

Install the turnbuckle assembly between the clip on thedrawbar and the upper hole in the sliding mount.Secure both ends with pins and hair pins. After theturnbuckle is in place, adjust the drawbar until it isparallel to the machine frame.

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3-14

Install drawbar extension033-3073

Installation of a drawbar extension assembly

If slipform molds of over 3 feet (91 cm) in width are tobe used, it is recommended to install the optionaldrawbar extension. Lift the extension into place on theouter end of the drawbar and secure with three 3/4inch x 2 1/4 inch bolts through the horizontal holes andtwo 3/4 inch x 1 3/4 inch bolts through the verticalholes. Install a lock washer and nut on each bolt andtighten securely. Tighten the vertical bolts first andthen the horizontal bolts.

Install vertical turnbuckle033-3076

Remove the turnbuckle from the drawbar and replaceit with the shorter of the two turnbuckles supplied withthe drawbar extension. Connect the turnbucklebetween the lug on the drawbar extension and theupper hole on the sliding mount plate. Secure bothends with pins and hair pins. After the turnbuckle is inplace, adjust the drawbar until it is parallel to themachine frame.

Install the long turnbuckle supplied with the drawbarextension between the lug on the outer end of thedrawbar extension and the lug on the front, outside

edge of the rear leg. Secure both ends with pins andhair pins. After the turnbuckle is in place, adjust theturnbuckle to push forward slightly on the outer end ofthe drawbar.

Install longer hold down mount033-3074

Remove the hold down assembly from the hold downmount on the rear of the machine. Remove theposition lock bolt from the hold down mount. Removethe pivot pin and remove the hold down mount. Installthe longer hold down mount supplied with the drawbarextension in place of the standard mount, by reversingthe removal procedures. Install the hold downassembly.

Installing the offset drawbar extension

Install conveyor mount extension beam033-3075

When pouring sidewalk adjacent to the back of thecurb (scab-on), with the machine on the street side ofthe curb, it will be necessary to install the offsetdrawbar extension assembly. Remove the standarddrawbar and turnbuckle from the sliding mount plate.Remove the conveyor from the machine. Remove the

Commander II

3-15

conveyor mast and boom assembly. Weld themounting plate for the conveyor support extension tothe side of the machine frame, and the sensor mounttubes to the frame, following the instructions ondrawing # GT90-076. After the mount plate is weldedto the frame, install the conveyor mount extension withfour bolts, lock washers and nuts. Tighten securely.Install the conveyor mast, boom assembly andconveyor as described in section 06, Mounting theconveyor.

Install offset drawbar033-3076

Lift the drawbar into place on the mount plate andinsert the pin through the second hole from the bottom,into the drawbar. Secure the pin in place with two hairpins.

Install the short turnbuckle assembly, supplied with theoffset drawbar assembly, between the clip on thedrawbar and the upper hole in the sliding mount.Secure both ends with pins and hair pins. After theturnbuckle is in place, adjust the drawbar until it isparallel to the machine frame.

Install the long turnbuckle supplied with the offsetdrawbar extension between the lug on the outer end ofthe drawbar extension and the lug on the front, outsideedge of the rear leg. Secure both ends with pins andhair pins. After the turnbuckle is in place, adjust theturnbuckle to push forward slightly on the outer end ofthe drawbar.

Install offset hold down mount033-3077

Insert the extension in the hoses to the hold-downcylinder one at a time. Remove the hold-downassembly from the hold-down mount on the rear of themachine. Remove the position lock bolt from the hold-down mount. Remove the pivot pin and remove thehold-down mount. Install the longer offset hold-downmount supplied with the offset drawbar extension inplace of the standard mount, by reversing the removalprocedures. Install the hold-down assembly. It will benecessary to install the extension hoses on the twovibrators farthest from the machine. Install them oneat a time.

Machine in position along side of form001-1761

Place the slipform mold on a relatively flat spot. Coilthe vibrator hoses and place them into the moldhopper. Move the machine into position along side ofthe form.

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3-16

Drawbars meshing033-3079

Lower the machine far enough to align the machinedrawbar with the drawbar on the back of the moldhopper. It may be necessary to lower the machinedrawbar if the trimmerhead prevents lowering themachine enough. Slowly drive the machine forwardand make certain the machine drawbar slips inbetween the plates on the form drawbar.

The lateral positioning of the form will be determinedby the width of the form, and also by whether or notany radius work will be encountered. If radius work isto be encountered, the form must be positioned farenough from the machine frame to allow the formfreedom to pivot.

Insert drawbar pin033-3080

Align the hole in the drawbar on the mold with theappropriate hole in the drawbar on the machine. Insertthe drawbar pin.

Hold down trolley in place033-3081

Using the form hold-down control valve, extend (lower)the hold-down cylinder until the trolley wheels contactthe hold-down bar on the rear of the form. Place thelocking latches under the hold-down bar and securethem in place with the pins and cotter keys. It may benecessary to turn the adjustment nuts on the hold-down limiting rods to the end of the rods to allow thecylinder to extend enough.

Lower hold down cylinder mount033-3082

If the hold-down cylinder will not extend far enough tocontact the hold-down, it may be necessary to lowerthe hold-down assembly on the mount. The cylindertrunnion mount can also be lowered in the assembly.The hold-down cylinder should be adjusted so that it isnear mid stroke during pouring operations.

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3-17

Install hold over frame033-3083

It will be necessary to install the holdover assemblywhen pouring against the existing roadway (scab-on).Normally the frame mount should be clamped to theleft side of the hold-down assembly. However, if thehold-down assembly is mounted to far to the left, theholdover may be mounted to the right of the hold-down. The lower end of the mount should be 2 to 6inches (5 to 15 cm) above the hold-down bar when theform is in the pouring position.

Install hold over cylinder033-3084

Attach the cylinder mount to the right (inner) squarehold-down tube on the form with the lug to the left ifthe holdover mount is to the left of the hold-downassembly. Attach the cylinder mount to the left (outer)square hold-down tube on the form with the lug to theright if the holdover mount is to the right of the hold-down assembly. Connect the rod end of the holdovercylinder to the mount on the tube and secure with theclevis pin and hair pins. Extend the cylinder 3 inches(7.6 cm) (half stroke). Connect the barrel end of thecylinder to the lug on the anchor plate. Make certainthat the side of the form is parallel to the side of themachine frame. Attach the anchor plate to the bottom

of the frame mount in the holes that match the closest.Tighten the bolts securely. The frame mount may beslid left or right as necessary to properly position theform. Connect the holdover cylinder hoses to theholdover quick couplers on the machine. Move theholdover control valve to the “out” position andobserve the cylinder movement. It should move toforce the rear of the form against the edge of theexisting roadway. If not, reverse the hoses on theholdover cylinder.

Connect vibrators033-3085

Thoroughly clean the quick couplers on the vibratordrive hoses and on the machine to prevent dirt fromentering the hydraulic system. Connect the vibratordrive hoses to the vibrator outlet quick couplers. It isrecommended that the vibrators be connected in aconsecutive order beginning with number 1 on the leftor curb side. Any vibrator that does not have avibrator attached to it, must have the loop hoseconnected.

When the vibrators are disconnected, place theprotective covers over/in the quick couplers, orconnect the couplers together to keep dirt fromentering the hydraulic system.

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3-18

Connect driveway cutter hoses033-3086

Connect the driveway cutter or depressor to the hosesfrom the machine. Clean all dirt from the quickcouplers before connecting them to prevent dirt fromentering the hydraulic system. When the drivewaycutter or depressor hoses are disconnected, place theprotective covers over/in the quick couplers, orconnect the couplers together to keep dirt fromentering the hydraulic system.

10 Attaching golf cart path or sidewalk slipformmolds

Remove the trimmer wheel033-3206

WARNING!! !WHEN REMOVING THE TRIMMER WHEEL, DONOT MOVE THE MACHINE DOWN A STEEP RAMPOR EMBANKMENT IN REVERSE DIRECTION OFTRAVEL. THE MACHINE CAN TIP OVER ON TOTHE WATER TANK. TIPPING CAN OCCUR WHENTHE TRIMMER WHEEL OR COUNTERWEIGHT ISREMOVED FROM THE FRONT OF THE MACHINEFRAME.

The trimmer wheel will need to be removed forattachment of the center mount draw bar and counterweight beam. On a level area, lower the trimmerwheel to remove the weight from the mount brackets.Stop the engine. Place blocking under the left frontcorner of the trimmer wheel for support when removingthe trimmer wheel. Disconnect the drive hoses, casedrain line and the trimmer shift cylinder hoses.Remove the attaching bolts. Start the engine andlower the front of the machine frame to disengage thetrimmer wheel. Move the machine in reverse, awayfrom the trimmer wheel.

Install the right leg frame extension tube033-3305

If a slipform mold wider than 6 feet (1.83 m) is to becenter mounted between the tracks, an extension tubewill be required to widen the area between the tracks.Extend the right track away from the machine frameand place blocking under the right side of the machineframe using adequate blocking to support the weight ofthe machine. Lower the machine frame on to theblocking to remove the weight from the right leg.Attach a suitable lifting device to support the right legand remove the bolts from the mounting flange.Retract the hydraulic extension and insert the frametube extension using a suitable lift device. Insert allbolts and tighten securely.

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3-19

Attach counterweight and drawbar assembly033-0052

Using a suitable lifting device, attach the drawbar andcounterweight beam to the trimmer mount brackets onthe front of the machine frame. Insert the bolts, nutsand lock washers and tighten securely.

Hold down mount brackets033-3273 & 033-3274

Hold down mount tube attached to machine frame033-0053

Attach the rear mounting tube for the hold downturnbuckles to the mount brackets on the rear of themachine frame. Insert the inside extension tube andextend it to the right to align with the turnbucklemounting hole in the mount bar on the rear of theslipform mold.

Attach the slipform mold

Lower the machine far enough to align the machinedrawbar with the drawbar on the back of the moldhopper. Slowly drive the machine forward and makecertain the machine drawbar slips in between theplates on the form drawbar. Align the holes in thedrawbar on the mold with the appropriate holes in thedrawbar on the machine. Insert two drawbar pins.

Install hold down turnbuckles033-0050

Install the turnbuckles between the hold down mounttube and the hold down bar on the rear of the slipformmold. Adjust the turnbuckles so that the sidewalk/golfcart path slipform mold has a slight downdraft at therear of the form. Measure the vertical distancebetween the front of the machine frame and the top ofthe slipform mold pan. Record this measurement.Measure the vertical distance between the rear of themachine 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 theconcrete is slightly depressed as it passes under theform.

Note: Make certain the machine frame measuringpoints are on the same plane with each other.

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3-20

Auxiliary vibrator bank001-2733

If additional vibrators are required, an auxiliary vibratorbank can be added as needed. Position the auxiliaryvibrator bank near the operator station. Connectprimary pressure and return hoses from the auxiliarymanifold into the trimmer hydraulic system. Wiring forthe on/off control of the auxiliary vibrator manifold issupplied and should be spliced into the existing wiringon the standard vibrator manifold.

11 Mounting the sensors (standard)

Install sensor mount arms033-3087

Remove the 3/4 inch x 7 inch (19.05 X 177 mm) boltfrom the bracket on the outer front corner of the rearleg. Install a sensor mount arm in between thebrackets with the tube up, and reinstall the bolt.Remove the 3/4 inch x 7 inch (19.05 X 177 mm) boltfrom the bracket on the rear outer corner of thehydraulic surge tank. Place the large hole of onebrace over the tube on the end of the other sensormount arm and install the arm in between thebrackets. Reinstall the bolt.

Install sensor pivot mounts and braces033-3088

Slide a sensor pivot mount approximately half wayonto each of the mount arms with the pivot down.Tighten the setscrews securely. Connect the slottedend of the second brace to the hole in the outer end ofthe front mount arm. Connect the end of the braceattached to the inner end of the front mount arm, alongwith the end of the brace attached to the outer end ofthe front arm, to the outer end of the rear arm. Tightenthe bolts securely.

Note: The mounts can be installed with the pivotsup for higher stringline.

Install sensor arm pivots033-3089

Install a sensor arm pivot to the pivot mounts andtighten securely. It is normally advisable to have thelong end of the pivot out towards the sensor armassembly for added stability. Do the same front andrear.

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3-21

Install sensor arms033-3090

Slide a sensor arm assembly into the front pivotmount. Align the end of the sensor arm with the frontedge of the slipform hopper. Slide the sensor arm inor out until the end of the arm is near the final offsetdistance from the side of the form. Tighten thesetscrews in the pivot securely.

Slide a sensor arm assembly into the rear pivot mount.Align the end of the sensor arm with the leading edgeof the stainless trowel section on the slipform mold.Slide the sensor arm in or out until the end of the armis near the final offset distance from the side of theform. Tighten the setscrews in the pivot securely.

Mount sensors and wands001-2635

Network Sensor Installation: Mount a sensor forelevation control to the mount on the adjustable gradejack with the mounting bolt facing forward and thesensor hub away from the side of the machine. Mountthe sensor so the top of it is level and tighten themounting bolt securely. The front and rear gradesensors are mounted in the same manner.

32DWG10

Rear GradeSensor

#2 FrontGrade Sensor

(Optional)


Rear GradeSensor


(Optional)


Rear GradeSensor


(Optional)


Rear GradeSensor


(Optional)


Fr Pull/Rr Push

Fr Push/Rr Pull

Fr Push/Rr Push

Fr Pull/Rr Pull

Grade sensor wand mount positions33DWG10

The grade sensor wand is mounted so that the roundtube is towards either the front of the machine (sameside as mounting bolt) and pointing away from the sideof the machine or; toward the rear of the machine(same side as the cord ) and pointing away from theside of the machine. The wand should be attached, sothat when the stop pin in the sensor shaft is centeredbetween the stops on the sensor, the wand is parallelto the mounting bolt (horizontal). Tighten the attaching“thumbscrew” securely.

Note: All grade sensors and wands must beinstalled in the same manner. If one sensor orwand is facing the wrong direction according to thecalibrate settings in the Network controller, it willoperate the machine in the wrong direction (seelater).

32DWG11

#2 SteerSensor

#1 SteerSensor

#2 SteerSensor

#1 SteerSensor

Lead

Trail

ForwardTravel

ForwardTravel

Steer sensor wand mount positions32DWG11

Mount a sensor for steering control to the square tubemount with the mounting bolt facing away (out) fromthe machine frame and the sensor hub towards eitherthe front or the rear. Mount the sensor so the top of itis level and tighten the mounting bolt securely. Thefront and rear steering sensors are mounted in thesame manner.

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The steering sensor wand should be attached to thesensor hub, so that when the stop pin in the sensorshaft is centered between the stops on the sensor, thewand is at a 90° angle to the mounting bolt (vertical).Tighten the attaching “thumbscrew” securely.

Note: All steer sensors and wands must beinstalled in the same manner. If one sensor orwand is facing the wrong direction according to thecalibrate settings in the Network controller, it willoperate the machine in the wrong direction (seelater).

Adjust spring tension001-2117

Adjust the spring tension on the sensor hubs to holdthe wand firmly in contact with the guideline, but nottight enough to deflect the line. Check for correctspring tension after the machine has been adjusted tothe line. Note the position of the line on the gradewand. Pull the steering wand away from the line andnote the movement of the line on the grade wand. Ifthe movement exceeds 1/8 inch (3 mm), the steeringsensor spring tension is too tight. Loosen the tensionslightly. Note the position of the line on the steeringwand. Pull the grade sensor wand down, away fromthe line and note the movement of the line on thesteering wand. If the movement exceeds 1/8 inch (3mm), the grade sensor spring tension is too tight.Loosen the tension slightly. Pull the line away fromboth sensor wands. The steering sensor wand shouldmove out, towards the line until the stop pin in thesensor hub contacts the stop pin in the side of thesensor. If not, tighten the spring slightly. The gradesensor wand should move up towards the line until thestop pin in the sensor hub contacts the stop pin in theside of the sensor. If not, tighten the spring slightly. Ifthe sensor wands deflect the line more than 1/8 inch (3mm), but the stop pins will not contact one anotherwhen the line is pulled away, suspect that the line isinadequately tensioned. Adjust the line as necessary.

Note: When checking the sensor wand springtension, it should be done half way betweenstations, so that the line holders do not interfere.

Connect sensors to bulkhead connectors033-3030

Connect the sensors to their respective electricalconnectors on the rear of the vibrator console. Thefront sensors are connected to the top plugs, and therear sensors are connected to the bottom plugs.Connect the steering sensors to the “steer” plugs andthe grade sensors to the “grade” plug.

CAUTION!! !WHEN THE SENSORS ARE DISCONNECTED,PLACE THE DUST CAPS OVER THE ELECTRICALPLUGS TO KEEP MOISTURE AND DIRT OUT.

003-0079

CAL: press +/- to adjustGRADE WANDS = PULL

Grade sensor mode selectionNET-0043

Depress the calibrate switch on the service panel anduse the NEXT switch to scroll forward to the gradesensor mode. Use the slope adjust switches (+ or -) tochange the mode to “GRADE WANDS =PULL” if theround tube of the grade wand is on the same side asthe cord. If the round tube of the grade wand is on thesame side as the mounting bolt, change the mode to“GRADE WANDS = PUSH”.

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003-0080

CAL: press +/- to adjustSTEER WANDS = LEAD

Steer sensor mode selectionNET-0001

Using the NEXT switch, scroll forward to the steersensor mode. Use the slope adjust switches (+ or -) tochange the mode to “STEER WANDS =LEAD” if theround tube of the steer wand is facing forward. If theround tube of the grade wand is facing towards therear of the machine, change the mode to “STEERWANDS = TRAIL”.

003-0101

CAL: press +/- to adjustELEV MODE = L GR/R SLOPE

Network panel for left grade, right slopeNET-0037

To operate the machine with left hand grade control,and right side slope control, depress the calibrateswitch. Scroll through the various displays until theelevation mode is displayed. Use the slope adjustswitches (+ or -) to change the mode to “L GR/RSLOPE”. After the appropriate grade and steeringmode settings are selected, depress the calibrateswitch to return to the main control panel display.Adjust the desired amount of cross slope with theappropriate switch on the main control panel. Refer tothe Preliminary Adjustments section for finaladjustment procedures.

The left front leg elevation is controlled by the frontgrade sensor connected to the left front grade plug,and the left front elevation control loop. The rear legelevation is controlled by the rear grade sensor,connected to the left rear grade plug, and the rearelevation control loop. The right front leg elevation iscontrolled by the slope sensor, located in the batterybox, and the right front elevation control loop. Thesteering of both front tracks is controlled by the frontsteer sensor connected to the front steer plug and thefront steer control loops. The steering of the reartracks is controlled by the rear steer sensor connectedto the rear steer plug and the rear steer control loop.

12 Mounting the sensors (scab-on)

CAUTION!! !WHEN SERVICING THE ELECTRICAL SYSTEM ORWELDING ON THE MACHINE, ALWAYSDISCONNECT THE GROUND STRAP FROM THEBATTERY(S) TO PREVENT DAMAGE TO THEMACHINE ELECTRICAL SYSTEMS.

Attach sensor arm for scab on operation033-3094

To mount the sensor for scab-on operation, themounts must be welded to the machine frame,following the instructions on drawing # GT90-076.Slide the grade sensor arm into the mount and tightenthe setscrews. Remove the L-shaped bracket from thebottom of the grade jack and slide it out of thestandard sensor arm assembly. Slide the jack into thescab-on sensor mount and reinstall the L-shapedbracket.

Mount a grade sensor to each of the grade jacksMount a sensor for elevation control to the mount onthe adjustable grade jack with the mounting bolt facingforward and the sensor hub towards the side of themachine. Mount the sensor so the top of it is level andtighten the mounting bolt securely. The front and reargrade sensors are mounted in the same manner.Tighten the mounting bolt securely, so that the top ofthe sensor is level.

The grade sensor wand is mounted so that the roundtube is towards either the front of the machine (sameside as mounting bolt) and pointing towards the side ofthe machine or; toward the rear of the machine (sameside as the cord ) and pointing towards the side of themachine. The wand should be attached, so that whenthe stop pin in the sensor shaft is centered betweenthe stops on the sensor, the wand is parallel to themounting bolt (horizontal). Tighten the attaching

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3-24

“thumbscrew” securely. The grade wand is placed onthe track yoke for “lock to grade” operation.

Note: All grade sensors and wands must beinstalled in the same manner. If one sensor orwand is facing the wrong direction according to thecalibrate settings in the Network controller, it willwork backwards (see later).

Grade ski360548

To trace grade from the existing curb, the round tubemay 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 wandarm. Attach the skate assembly with the skate awayfrom the sensor. Tighten the nut securely. Clip the skiassembly to the blade of the skate. Attach the gradearm assembly to the hub of the grade sensor so thatwhen the stop pin in the sensor shaft is centeredbetween the stops on the sensor, the wand is angleddownward 45°. The skate/ski assembly should be onthe cord side of the sensor. Attach the grade sensorto the grade jack so that the mounting bolt is facingforward travel and the sensor is mounted in a levelposition. When using the skate/ski assembly becertain the running surface is clean and free ofimperfections. Any imperfections in the runningsurface may be transferred into the finished product.Keep the grade sensor as close to the edge of the slabas possible.

Note: A grade skate/ski should always bedragged by the sensor to prevent damage to thesensor if the skate/ski should catch on anyobstacle.

13 Preliminary Adjustments

Right leg shift clamps033-3374

While moving the machine in either forward or reverse,extend the right leg to the maximum out position, usingthe right leg shift valve. After the leg is extended,tighten the locking bolts in the bottom of the outertube.

CAUTION!! !LOOSEN THE BOLTS IN THE BOTTOM OF THETUBE BEFORE REPOSITIONING THE LEG.

Trimmerhead extended past left edge of form033-3095

Using the trimmerhead shift control valve, shift thetrimmerhead to the left. The left edge of thetrimmerhead should protrude out past the outer edgeof the slipform mold by approximately 3 inches (76mm).

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3-25

Machine positioned parallel to guideline033-3096

Move the machine into position along the guideline.Steer the machine left or right as necessary until themachine frame is parallel to the line. The machineshould be positioned so the offset distance betweenthe slipform mold and the guideline is approximatelycorrect.

Machine positioned vertically to guideline033-3097

Place the slope control circuit in "automatic" and adjustthe slope setting to the required amount of slope.Lower the machine using the front and rear grade jogswitches until the trimmerhead is resting on the grade.Be certain that the machine frame is approximately thesame distance above the guideline at the front and atthe rear. Stop the engine and turn the ignition switchto the “on” position.

Note: The trimmerhead should be resting ongrade at least 1/2 inch (13 mm) high, to preventundercutting when moving the machine forward.

Adjust sensors to guideline033-3231

It is advisable to screw the steering adjustment crankin the end of the sensor arm assembly out (clockwise)3 to 4 inches (76 to 100 mm) before making sensoradjustments. Adjust the grade jack out the sameamount. This will allow for minor adjustments ifneeded. Place the grade sensor wands under theguideline and the steering sensor wands on themachine side of the line. Turn the L-shaped mountbracket until the shaft through each of the gradesensors is at a 90° right angle to the guideline, and theshaft through each of the steering sensors is parallel tothe guideline. Adjust the front steering sensor left orright (in or out) until the deviation meter needle on thesteering system is centered. Place the individualcontrol loop for the steer sensor in "A" automatic byplacing 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 deviationmeter needle, loosen the setscrews in the sensor pivotmount and adjust the sensor arm assembly in or outas needed (save crank adjustment for finaladjustment). Tighten the setscrews securely. Toadjust the rear steering sensor, place the “forward/reverse” steer switch in the “reverse” position andrepeat the procedure.

Adjust the front and rear grade sensors (using thegrade sensor jacks) up or down until thecorresponding deviation meter needle is centered.Place the individual control loops for the grade sensorsin "A" automatic by depressing the corresponding"A/M" switch. If a large amount of adjustment isnecessary to center the needles, loosen the setscrewsin the grade sensor jack brackets and raise or lowerthe jacks as needed. Tighten the setscrews securely.

Loosen the L-shaped clamp bolt in the grade jackbracket and slide the jack left or right until the gradesensor wand is centered beneath the guideline.Tighten the clamp bolt securely. Loosen the setscrewin the steering sensor square tube mount and adjust

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3-26

the sensor assembly up or down until the guideline is10 to 12 inches (250 to 300 mm) below the sensorhousing. Tighten the setscrews securely. The sensormounts should be adjusted until there is no less than1/4 inch (6 mm) and no more than 1-1/2 inches (38mm) between the sensor wands.

Adjust sensor spring tension001-2117

Adjust the spring tension on the sensor hubs to holdthe wands firmly in contact with the guideline, but nottight enough to deflect the line. Check for correctspring tension after the machine has been adjusted tothe line. Note the position of the line on the gradesensor wand. Push the steering wand away from theline and note the movement of the line on the gradewand. If the movement exceeds 1/8 in. (3 mm), thesteering sensor spring tension is too tight. Loosentension slightly. Note the position of the line on thesteering wand. Pull the grade sensor wand down,away from the line and note the movement of the lineon 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 fromboth sensor wands. The steering sensor wand shouldmove out towards the line until the stop pin in thesensor hub contacts the stop pin in the side of thesensor. If not, tighten the spring slightly. The gradesensor wand should move up towards the line, untilthe stop pin in the sensor hub contacts the stop pin inthe side of the sensor. If not, tighten the springslightly. If the sensor wands deflect the line more than1/8 in. (3 mm), but the stop pins in the sensor and hubwill not contact one another when the line is pulledaway, suspect that the line is inadequately tensioned.Adjust the line as necessary.

Note: When checking sensor wand springtension, it should be done half way betweenguideline stations so line holders do not interfere.The control system should be in the “standby”mode when checking the sensor spring tension.

Scab on sensors360548

When pouring against an existing roadway, or curb(scab-on), with no guideline, the front steering sensorwand is adjusted to run against the edge of theroadway, or curb. It may be necessary to wind thespring on the sensor hub in reverse to hold the wandagainst the roadway, or curb. Adjust the verticalposition of the steering sensor wand so the wand doesnot 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 itfrom wear.

Place the grade sensor wands on the track yokes, orplace the ski and skate assemblies on the surface ofthe existing slab, or curb. Adjust the grade sensors upor down until the corresponding deviation meterneedle is centered. The adjustment procedures forscab-on setup are basically the same as for standardsetup. The only difference is that all references aremade from the roadway, or curb, instead of theguideline. Keep the grade ski and skate assembly asclose to the edge of the existing slab as possible.

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3-27

Controls set for operation033-3377

Start the engine and place the control system in"automatic". Depress the emergency stop reset switch(if equipped) to set the emergency stop system foroperation Place the “forward/reverse” steer switch inthe “forward” position. Slide the trimmerhead to theleft so that it extends at least 3 inches (76 mm) pastthe left side of the slipform mold and move thetrimmerhead control valve to the “forward” position (ifthe trimmerhead is installed). Increase engine speedto maximum. Slowly move the travel variable speedcontrol valve in the “increase” direction to startmachine movement. Move the machine forward 20 to30 feet (6 to 9 m) and stop the machine.

Straight edge under front of frame033-3100

Hold a straight edge under the machine frame justunder the drawbar. Extend the straight edge over theguideline and measure the distance between themachine side of the straight edge and the guideline.Record this measurement.

Note: When setting the machine parallel to theguideline, it should be performed in an area wherethe guideline is straight (not in a radius).

Straight edge under rear of frame033-3101

Place the straight edge under the frame just to thefront of the rear leg. Extend the straight edge over theguideline and measure the distance between themachine side of the straight edge and the guideline.This measurement must be within 1/4 inch (6 mm) ofthe front measurement. If not, adjust the gradesensors up, or down, as necessary and recheck themeasurement.

Note: It is advisable to raise the low end of themachine, rather than lower the high end to preventthe trimmerhead from undercutting the grade.

Adjust the drawbar033-3102

Move the hold-down control valve to the “down”position and adjust the hold-down pressure controlvalve to the minimum (counterclockwise) position.With the machine slowly moving forward, adjust thedrawbar up or down with the adjustment bolt, until thebottom of the slipform mold is lightly riding on thetrimmed grade. If the bottom of the form is not ridingon the grade evenly on both sides, adjust theturnbuckle to tilt the drawbar one way or the other, andreadjust the drawbar up or down as necessary. After

Commander II

3-28

the form has been adjusted to the grade, lock theadjustment 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 iscutting. The form should be set to a trimmedgrade. Make certain that the grade is not undercut.

Center hold down assembly033-3104

Check the position of the hold down cylinder on therear of the slipform mold. With the slipform moldparallel to the grade, the hold down cylinder should beextended no less than 4 inches (100 mm), or no morethan 8 inches (200 mm). If the cylinder is extendedless than 4 inches (100 mm), move the mount up onthe frame. If the cylinder is extended more than 8inches (200 mm), move the mount down on the frame.With the side of the form parallel to the side of themachine, the hold down trolley assembly should becentered on the hold down bar on the rear of the form.If not, slide the hold down cylinder left or right asnecessary. Tighten the mounting bolts securely.

14 Final Adjustments

Check gutter slope001-1868

Place a level in the gutter portion of the slipform moldat the rear of the main form. Raise the lower end ofthe level until it is plumb. Measure the distancebetween the form side of the level and the top of theform to determine the amount of slope. If the slope isincorrect, adjust the slope dial on the machine until thedesired amount of slope is attained.

Note: When checking the slope on a curb andgutter 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. Raisethe lower end of the level until it is plumb. Measurethe distance between the level and the top of the form.If the amount of slope is incorrect, adjust the slope dialon the machine until the desired amount of slope isattained.

Check preliminary grade001-1871

! !DANGER!CONTACT WITH MOVING TRACKS ORTRIMMERWHEEL CAN CAUSE SERIOUS INJURYOR DEATH. BE CERTAIN THAT NO ONE IS NEARTHE TRIMMERWHEEL BEFORE ENGAGING THECONTROL VALVE. BE CERTAIN THAT NO ONE ISNEAR THE TRACKS BEFORE MOVING THEMACHINE. KEEP HANDS, FEET AND LOOSECLOTHING AWAY FROM MOVING PARTS TOPREVENT SEVERE PERSONAL INJURY.

Hold a level, plumbed horizontally, above or below theguideline and extended over the trimmed grade.Measure from the guideline side of the level down tothe trimmed grade directly below the reference point(top of back of curb, gutter line, etc.). If themeasurement is incorrect, adjust both grade sensorsevenly as required. Moving the sensors up, lowers thegrade, and moving the sensors down, raises the

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grade. One turn of the grade jack crank changes thegrade approximately 1/8 inch (3 mm). After a gradechange has been made, move the machine forward 20to 30 feet (6 to 9 m) and recheck the grade. Readjustas necessary.

Note: If the grade must be lowered, it will benecessary to have the machine moving forwardslowly.

When adjusting the grade for pouring against anexisting roadway, or curb, raise or lower the machineuntil the edge of the slipform mold is even with theroadway, or curb.

If the product is being poured on an untrimmed grade,the grade is normally adjusted so that the bottom ofthe form clears any high spots in the grade by at least1/8 inch (3 mm). Adjust the grade sensors up or downas necessary. Be certain that the bottom of the form isparallel to the machine frame when changing grade.

Check preliminary offset033-3106

Set a level, plumbed vertically, against the guideline inline with the machine drawbar. Measure the distancebetween the guideline side of the level and thereference point (top of back of curb, gutter line, etc.)on the slipform mold. This measurement should bethe required offset distance. If not, adjust the steeringsensor in or out as necessary. Moving the sensortowards the guideline, increases the distance betweenthe line and the form. Moving the sensor away fromthe line, decreases the distance between the line andthe form. After each adjustment, move the machineforward 20 to 30 feet (6 to 9 m) and recheck the offset.

Note: Make certain that the form is parallel to theside of the machine before checking the offset.

When adjusting the offset for pouring against anexisting roadway, or curb, adjust the steering until thelip on the edge of the form (if so equipped) is

approximately 1/8 inch (3 mm) from the roadway, orcurb, edge.

15 Pouring Operations

033-3335


Center the rear steer sensor033-3335

After the machine has been set to line and grade, it willbe 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 valvehandle slightly to break contact with the micro switchbutton. Adjust the rear steering sensor in or out untilthe steering deviation meter needle is centered. Thetest mode may also be used to center the rear steeringsensor to 2.50 volts.

Depress the run/standby switch to place the controlsystem in the “run” mode. Place the two traveldirectional control valves in the “reverse” position.Depress the A/M switches on the front and rear gradecontrol loops to operate in the manual “M” mode andplace the hold down control lever in the center(neutral) position. Using the jog switches on the frontand rear grade control loops, raise the machine highenough so that the trimmerhead and the slipform moldwill clear all obstacles. Start backing the machine tothe start of the pour. While moving the machine, raiseor lower the front and/or rear of the machine asnecessary to keep the steering wand from coming offof the guideline, or to keep the trimmerhead or slipformmold from striking an obstacle.

GOMACO Tip: Loosen the setscrew in thesteering sensor square tube mount and lower thesteering sensor. The machine then can be raisedhigher for backing to the start of the pour. Markthe tube location before lowering it so that it canbe returned to the same position.

Note: It may be necessary to manually steer themachine to the start of the pour, when pouringscab-on.

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! !DANGER!CONTACT WITH MOVING TRACKS ORTRIMMERWHEEL CAN CAUSE SERIOUS INJURYOR DEATH. BE CERTAIN THAT NO ONE IS NEARTHE TRIMMERWHEEL BEFORE ENGAGING THECONTROL VALVE. BE CERTAIN THAT NO ONE ISNEAR THE TRACKS BEFORE MOVING THEMACHINE. KEEP HANDS, FEET AND LOOSECLOTHING AWAY FROM MOVING PARTS TOPREVENT SEVERE PERSONAL INJURY.

Back the machine approximately 15 to 20 feet (4.6 to 6m) beyond the starting point of the pour, if possibleand stop the machine. Place the forward/reverse steerswitch in the “forward” position. Place both traveldirectional control valves in the “forward” position.Using the jog switches on the front and rear gradecontrol loops, lower the machine until the trimmerheadand slipform mold are lightly resting on the grade.Place the grade sensor wands under the guideline andthe steering sensor wand on the machine side of theguideline. Place the “steering assist” switch on currentmachines in the “straight” position if pouring straightsections. Place the switch in the “radius” position ifpouring around radii. Move the trimmerhead controlvalve to the “forward” position. Notice the position ofthe deviation meter needles on the front and reargrade control loops. If either, or both, of the needlesare centered or above center, place the correspondingA/M switch in the auto “A” position. If either, or both ofthe needles are below center, start the machinemoving slowly forward. Using the jog switch on thefront grade control loop, slowly lower the front of themachine until the front grade deviation meter needlecenters, or goes above center. Place the run/standbyswitch in the “run” position. Repeat the procedure withthe rear grade. Move the machine forward until thestarting point of the pour is lined up with a pointapproximately 2 feet (600 mm) to the rear of theslipform mold hopper. Using the hold-down controlvalve, adjust the rear of the slipform mold up or down,until the bottom of it is parallel to the guideline. Pivotthe rear of the form left or right so that the side of it isparallel to the side of the guideline.

CAUTION!! !DO NOT ALLOW THE ENTIRE WEIGHT OF THEMACHINE TO REST ON THE SLIPFORM MOLD ASIT COULD BE DAMAGED.

Pour started from existing curb001-1874

If the pour is to start from and existing curb and gutter,or sidewalk, it will first be necessary to be certain thatthe grade at the end of the existing product is correct.The grade at the end of the existing product to a pointat least 10 feet (3.05 m) beyond the end must be atgrade to 1/2 inch (13 mm) low. Back the machine tothe start of the pour, as previously described, until therear of the slipform mold is against the existingproduct.

Note: The slipform mold will not fit over theproduct that was poured with it at a previous time.Concrete slump causes the product to expandwider than the slipform profile.

Starting pour033-3110

CAUTION!! !DO NOT PLACE OIL ON THE OPERATORSPLATFORM, OR THE BOARDING LADDER, AS ITMAY CAUSE THEM TO BECOME VERY SLIPPERY.INJURY MAY RESULT IF SLIPPAGE OCCURS.

It is advisable to coat the inside and outside of theform and the trimmerhead assembly below theconveyor with form oil. The conveyor frame, receivinghopper and the discharge hopper should also be

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coated. Avoid placing oil on the inside surface of thebelt as it could cause slippage.

GOMACO TIP: Place plastic or burlap over thetrimmerhead assembly directly below the conveyorto aid in cleanup at the end of the day.

Move the conveyor directional control valve to the“forward” position, and pull the vibrator/auxiliary travelselector out to the “vibrator” position. Rotate eachvibrator variable control valve, that has a vibratorattached, counterclockwise to the maximum position.On current production machine, place the vibratoroverride switch in the “off” position. Dischargeconcrete onto the conveyor belt from the supply truckand fill the slipform hopper at least 75% full. Move thevariable speed control valve in the “increase” directionjust enough to start the vibrators without moving themachine. Allow the vibrators to force the concreteback into the form, until they can force no more into it.Keep the slipform hopper at least 75% full by startingand stopping the conveyor as necessary.

GOMACO TIP: By spraying the underside of theform and the grade with water, before dumpingconcrete into the form, it may be possible to fill theform more fully. It may also help to spray a smallamount of water onto the first small amount ofconcrete in the hopper to help it slip into the formmore easily.

Adjust the hold down pressure3110

When the form is completely full, move the variablespeed control valve in the “increase” direction toposition number 2 or above to start the machineforward movement. As soon as the concrete begins toslip from the rear of the form, move the hold-downcontrol valve to the “down” position. Adjust the hold-down pressure by turning the hold-down pressurecontrol valve clockwise to increase pressure, orcounterclockwise to decrease pressure, to hold theform in firm contact with the concrete. If the hold-down

pressure is too high, the top surfaces will appear to“puff up” as the concrete slips from under the form. Ifthe hold-down pressure is too low, the stainlesstroweling section will appear to leave the concrete,causing the top surface to appear streaked. Adjust thetravel speed and the vibration as required.

Check cross slope of product3111

After pouring 15 to 20 feet (4.6 to 6 m), check thefinished product for proper slope, grade and line. Ifadjustments are needed, make them in smallincrements over a great distance. For example, if thegrade requires a change of 1/4 inch (6 mm), adjust it1/8 inch (3 mm) every 5 feet (1.5 m) or more. Tocheck the cross slope, place a level in the guttersection, or across the surface of a sidewalk and raisethe lower end until the level is plumb. Measure fromthe bottom of the level to the top surface of theconcrete. Adjust the slope of the machine with theslope dial as necessary.

Check grade of product033-3111

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To check the grade, place a level above, or below theguideline and plumb it out over the edge of the finishedproduct. Measure from the guideline side of the leveldown to the reference point on the concrete (top ofback of curb, gutter line, etc.). Adjust the front andrear grade sensors up or down evenly, to get theproper measurement. If the grade must be raised,lower the sensors. If the grade must be lowered, raisethe sensors.

Note: When checking the grade to the top of thecurb, be certain that the curb has not slumpeddown too far by measuring the back side of thecurb for the correct measurement.

Check for proper steering offset033-3112

To check the offset, plumb the level vertically along theside of the line. Measure the distance between theguideline side of the level and the concrete referencepoint (top of back of curb, gutter line, etc.). Adjust thesteering sensor left or right as necessary. If theconcrete line must be moved away from the line, movethe sensors towards the line. If the concrete line mustmove closer to the line, move the sensors away fromthe line.

Adjust the hold down limit nuts

Adjust the hold-down limiting bolts to carry the rear ofthe slipform mold, should any low grade beencountered. With concrete under the slipform mold,turn the adjustment nuts until they just contact thesupport plate. Lock the adjustment nuts in place withthe locking nuts.

Note: Loosen the adjustment nuts to be certainthat the form is in firm contact with the concrete,before making adjustments.

Good product3114

Production rate (or travel speed) is determined bymany factors, of which a few are:

1. Delivery rate of the concrete mix. If the concretemix cannot be readily discharged from thesupply truck, the production rate will be lowered.The size of the slipform mold will have a directaffect 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 bythe type of material being trimmed, the depth ofcut and the forward travel speed. Ideally the

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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 speedcan be increased, which in turn will increaseproduction rate. With low slump (dry) concrete,the travel speed must be decreased, reducingthe production rate. The recommended con-crete slump for curb and gutter, or for sidewalkis 1 1/2 to 2 inches (38 to 50 mm).

4. Amount of hand work to be done behind themachine. If pouring a curb which requires thecutting of many driveway openings, it is impor-tant that the machine not get too far ahead. Ifthe machine were to get too far ahead, it wouldallow the concrete to begin to set, making thecutting of each driveway opening progressivelymore difficult.

Wet concrete001-1883

When the concrete mix becomes too wet (high slump),it may be necessary to increase travel speed and/ordecrease vibration to avoid a “puffy” surface. If theconcrete is extremely wet, the edges or the curb mayslump excessively, or may even fall over. The solutionwould be to get the concrete mix drier, or refuse toaccept it.

Dry concrete001-1884

When the concrete mix becomes too dry (low slump),it may be necessary to decrease travel speed and/orincrease vibration to eliminate “voids” in the concretesurface. If the concrete is extremely dry, large “voids”may appear in the surface, or the concrete may pullapart completely. The solution would be to add waterto the concrete mix, or if necessary, refuse to accept it.

Hump caused by running vibrators3117

During paving operations, it occasionally becomesnecessary to stop and start the machine travel. Whenstopping, rapidly move the variable speed controlvalve in the “decrease” direction to the stop,depressing the micro switch button. This causes thevibrators to stop at the same instance as the machinetravel ceases. When starting the machine travel,rapidly move the variable travel control valve in theincrease direction to position number 2 or above. Thiswill start the vibrators at the same instance as themachine travel begins. After the machine is moving,adjust the travel speed as necessary.

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Hump caused by bumping line3118

During pouring operations, it is important that nothing,or no one, comes in contact with the guideline. Becertain that there is no debris against the guidelinewhich could become entangled in the sensor wands.Be certain that persons working around the machinedo not come in contact with the line.

Trimming excessive grade3119

! !DANGER!IF THE TRIMMER WHEEL IS FULL OF MATERIALTHAT MUST BE CLEARED BY HAND ORMATERIAL MUST BE REMOVED FROM THESUBGRADE, THE TRIMMER WHEEL MUST BESTOPPED AND THE ENGINE MUST BE SHUT OFFBEFORE CLEARING THE MATERIAL OR SERIOUSINJURY, OR DEATH, CAN RESULT. FORADDITIONAL SAFETY, REMOVE THE KEY FROMTHE IGNITION SWITCH. BE CERTAIN THATPERSONNEL ARE CLEAR OF THE TRIMMERWHEEL BEFORE STARTING THE ENGINE. KEEPHANDS, FEET AND LOOSE CLOTHING CLEAR OFTRIMMER WHEEL WHILE IN OPERATION.

During trimming and pouring operations, it is normallyrecommended to trim no more than 1 to 1 1/2 inches

(25 to 38 mm). If more than 2 inches (51 mm) ofmaterial must be removed, it is best to remove it with amotorized blade or scraper. If an attempt is made toremove an excessive amount of material with thetrimmerhead during pouring operations, it may causefrequent stalling of the trimmer wheel, causing themachine to pull to the left. This will cause damage tothe curb and also reduce the production rate.

Note: If a motorized blade or scraper is notavailable, the grade can be pre-trimmed by raisingthe machine 1 inch (25 mm). After the grade ispre-trimmed, back the machine to the start of thepour, lower it the 1 inch (25 mm) and beginpouring operations. The windrow from pre-trimming should be removed in some manner.

Low grade boil out3120

If low spots are present in the subgrade, it is advisableto fill them with fill material prior to pouring operations.Enough fill should be added so that when it iscompacted, the grade is 1/2 to 1 inch (13 to 25 mm)high. Low areas in the subgrade can also cause thetop line of the finished product to sag, especially if thehold-down limiters are not used. It is recommended tospot check the entire job for high and low grade spots.

Pouring on low grade can cause severe loss ofconcrete yield. For example, with the grade 1/2 inch(0.01 m) low over a width of 3 feet (0.91 m), anadditional cubic yard (0.764 m3) would be required forevery 216 feet (65.8 m) poured.

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Low sensitivity033-3115

It is important that the sensitivity on the control loopsbe set as sensitive as possible, that the spring tensionon the sensor wands not be too tight, and that thestringline guide be kept adequately tensioned. Figure3101 shows the gradual swales that can be caused bya low sensitivity setting, incorrect sensor wand springtension or loose stringline.

Curb drop form052-0134

Occasionally, it becomes necessary to install adriveway opening in the curb. If attached, insert thecurb cutout blade using the rear shift control valve atthe beginning of the driveway opening and retract theblade at the end fo the driveway opening. Placeadequate froms of the proper height behind the curband stake securely. Place a from of the proper heightin the gutter section and remove the top of the curb (ifno blade is attached).

After the top of the curb has been removed, finish theconcrete to produce a smooth transition from the fullcurb to the cut curb.

Moving sensors past obstacles001-2608

Occasionally obstacles are situated between theguideline and the finished product. It will be necessaryto swing the sensor arms, or remove them to clear theobstacle. When the front sensors get to the obstacle,stop the machine. Depress the front grade controlloop A/M switch in the manual “M” mode. Place thesteering auto/manual selector switch in the “manual”position. Mark the position of the sensor pivot mountand swing the sensor arm out of the way. If the sensorarm cannot be swung out of the way, it may benecessary to remove it. Mark the sensor arm positionin the pivot mount and loosen the setscrews.Disconnect the sensor plugs at the bulkheadconnectors and remove the sensor arm.

! !DANGER!CONTACT WITH MOVING TRACKS, TRIMMERWHEEL OR CONVEYOR CAN CAUSE SERIOUSINJURY OR DEATH. BE CERTAIN THAT NO ONEIS NEAR THE TRIMMER WHEEL OR CONVEYORBEFORE ENGAGING THE CONTROL VALVE. BECERTAIN THAT NO ONE IS NEAR THE TRACKSBEFORE MOVING THE MACHINE. KEEP HANDS,FEET AND LOOSE CLOTHING AWAY FROMMOVING PARTS TO PREVENT SEVEREPERSONAL INJURY.

Move the machine forward until the obstacle is pastthe sensor arm position. Swing the assembly backinto position until the marks are aligned, or slide thesensor arm back into the mount until the mark isaligned. Reconnect the sensors. Place the gradewand under the guideline and the steering wand onthe machine side of the guideline. Depress the A/Mswitch on the front grade control loop and the steeringauto/manual selector switch in the “auto” position.Continue to pour forward until the rear sensors are to

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the obstacle. Repeat the procedures for the rearsensors.

Note: It is not necessary to place the steeringauto/manual selector switch in the “manual”position when moving the rear steer sensor, as therear steer sensor is not being used when travellingforward.

Ending the Pour

If the end of the pour is up against an existing curband gutter, or sidewalk, stop the machine forwardtravel when the trimmerhead is up against the end ofthe existing product. If possible shift the trimmerheadall the way to the right. Remove the excess materialleft by the trimmerhead and continue to pour forward,until the front of the form hopper is against the end ofthe existing product. Place the hold-down controlvalve in the center (neutral) position and thetrimmerhead control and the conveyor control valves intheir “off” position. Place the vibrator override switch(on current machines) in the “on” position, or push theauxiliary travel/vibrator selector valve in to the“auxiliary travel” position. Depress the front and reargrade 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 movethe machine to an area where it can be cleaned.

If the pour is to be stopped in an open area, it is advisableto trim forward an additional 20 to 30 feet (6 to 9 m) pastthe stopping point. By doing this, when the pour iscontinued, the subgrade is already trimmed for machinesetup. To continue trimming past the end of the pour,stop the conveyor and vibrators. Place the hold-downcontrol valve in the center (neutral) position, and continueto trim forward the desired amount. When the desiredamount has been trimmed, raise the machine and moveit to an area to be cleaned as previously described.

Mark Sensors033-3286

The sensors should be removed before washing themachine. It is advisable to mark the sensor locationon the mounts prior to their removal. This will speedsetup time if the pour is to be continued at a later date.Be certain to place protective dust caps over/in theelectrical plugs to keep moisture and dirt out.

Clean machine033-3123

The machine should be cleaned as soon as possibleafter pouring operations have ended. It is advisable tofill the water tank on the machine at the start of thepour, so water for cleaning purposes is available at theend of the pour. Connect the pump drive hoses to avibrator circuit. Rotate the vibrator variables whichhave vibrators attached to them, to the off (clockwise)position, and the variable for the water pump to themaximum (counterclockwise) position. Pull thevibrator/auxiliary travel selector valve out to the“vibrator” position. Place the vibrator override switch(current machines) in the “off” position and lift thetravel variable control valve off of the micro switch.Run the engine at maximum speed.

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Uncoil the hose from the hose hanger on the top of thewater tank and wash the concrete off of the machine. Theunderside of the form should be washed off first. Cleanthe underside of the form thoroughly, as any concrete leftto dry on the underside will affect the final concrete finishwhen the pour is resumed.

! !DANGER!BE CERTAIN THAT THE TRIMMERHEADCONTROL VALVE IS IN THE “OFF” POSITIONWHILE CLEANING THE MACHINE. USE CAREWHEN CLEANING AROUND THE TRIMMERHEADTO AVOID BECOMING ENTANGLED, SHOULD THETRIMMER BE ACCIDENTALLY STARTED. DO NOTSTAND ON THE CONVEYOR IN CASE IT ISACCIDENTALLY STARTED.

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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 •

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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

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03 Lubricants

Effective use of the proper lubricating oils and greaseis perhaps the most important step towards lowupkeep cost, long machine life and satisfactoryservice. Use only lubricants specified in this section.Apply them at the intervals and according to theinstructions in this chapter.

Engine Lubrication Oil

Cummins Engine recommends the use of multigradeoils in their engines, using the following requirements:

1. Use of 15W40 or 20W40 in temperatures above14° F (-10° C).

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

3. The lubricant shall meet the performancerequirements shown in service classificationsCC/CD (equivalent to MIL-L-45199B).

4. A maximum sulfated ash content of 1.85% byweight. Refer to the Cummins engine operatorsmanual for further information.

CHAPTER IV MAINTENANCE


This chapter contains detailed instructions for thelubrication and adjustments necessary for trouble freeoperation of the Commander II. The services listed forthe engine is basic services only. Refer to the engineservice manual for more detailed instructions. It isadvisable to perform all lubrication checks andservices prior to initial machine setup.

Instructions for the servicing of the battery, chargingsystem, fuel system, engine cooling system, enginelubrication system and the machine hydraulic systemsare included in this chapter. Also included areinstructions for adjusting the pressures of the varioushydraulic circuits and instructions for adjusting thesteering and slope systems. Pay particular attentionto all safety statements.


DCAL-058

02 Fuels

The quality of fuel oil used for high speed dieselengine operation is a very important factor in obtainingsatisfactory engine performance, long engine life andacceptable exhaust.

Fuel oil should be kept clean and free ofcontamination. Storage tanks should be inspectedregularly for dirt, water or water emulsion sludge andcleaned if contaminated. Storage instability of the fuelcan lead to the formation of varnish or sludge in thetank. To keep the fuel system in its most efficientcondition, keep all dirt, water and other foreign matterout of the fuel and avoid storing fuel for a long periodof time.

Refer to the engine manual for further information andspecifications.

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4-4

!

"

"#

Hydraulic oil chartHydraulic Oil

GOMACO recommends any anti-wear hydraulic oilwith an I.S.O. viscosity rating of 215 at 100° F (37.8°C) such as Arco Duro AW-46, which is installed in themachine at the factory. The oil is non-foaming andhas anti-wear additives in it. Refer to the chart forequivalent oils.

Gear Case Oils

Use SAE 90 gear oil with EP additives in the variousgear drives unless otherwise instructed. Use of othertypes of oils will not give satisfactory service and mayresult in eventual damage.

Grease

Use any multipurpose lithium soap grease for allgrease fittings. Application of grease as instructed inthis chapter will provide proper lubrication and willkeep contamination out of bearings.

Notice: Use only high grade lubricants which havebeen stored in clean containers. Wipe away allgrease and dirt before removing filler caps orplugs. Wipe grease fittings clean beforelubricating.

04 Ten Hour or Daily Service

WARNING!! !A DEFECTIVE EMERGENCY STOP SYSTEM MAYCAUSE SEVERE INJURY OR DEATH. DO NOTOPERATE THE MACHINE WITH AN INOPERATIVEEMERGENCY STOP SYSTEM. CHECK THEEMERGENCY STOP SYSTEM FOR PROPERWORKING ORDER BEFORE BEGINNING PAVINGOPERATIONS.

Check E-stop light033-3236

Check the operation of each emergency stop buttonevery day before beginning operation. Make certainthat all emergency stop buttons are pulled out and thatthe check E-stop light on the panel is out. Depresseach emergency stop button, one at a time.Depressing any one emergency stop button shouldcause the check E-stop light to illuminate. If the checkE-stop light does not illuminate after depressing anycertain emergency stop button, check the system forfaults and correct before operating the machine.

Check engine oil level033-3125

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Check engine crankcase oil level with the bayonetgauge. Do not operate the engine with oil level belowthe bottom mark. Check the oil level ten minutes afterstopping the engine. If the oil level is low, add theproper grade of oil through the oil fill opening until theoil level is to the full mark on the bayonet gauge.

Grease auger bearings (sidewalk form)001-2012

Grease the bearings on each end of the slipform moldcross auger (if so equipped) until resistance is feltagainst the grease gun handle (1 or 2 pumps). Do notover grease as seal damage could result.

Clean engine compartment001-2167

Check and clean the engine compartment, radiatorcore and oil cooler core if necessary. The enginecompartment should be cleaned by blowing it out withcompressed air or by washing it out with a pressurewasher (maximum pressure 100 psi; 6.9 bar). Allowthe engine to cool before washing the compartment.The radiator and oil cooler cores can also be cleanedwith compressed air or a pressure washer (maximumpressure 100 psi; 6.9 bar). The cores should becleaned from the outside to the inside.

Check hydraulic fluid level033-3126

Check the hydraulic oil level by observing the oil levelin the reservoir sight glass. Oil level should be to thefull mark with the oil cold. Do not operate the machinewhen oil is not visible in the sight glass. Fill to the fullmark with the proper grade of hydraulic oil. Oil needsto be changed only if contaminated.

Check air filter restriction indicator033-3198

Check the air filter restriction indicator. If the red lineis in the window, the air filter element must bereplaced. Refer to the air filter service section forreplacement instructions. To reset the restrictionindicator, push in on the button on the bottom of theindicator and release it.

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Fill fuel tank033-3127

WARNING!! !DIESEL FUEL IS FLAMMABLE. WHEN REFUELINGTHE MACHINE, STOP THE ENGINE. DO NOTSMOKE WITHIN 50 FT. (15 M) OF THE MACHINE.DO NOT ALLOW ANY HOT OR BURNINGMATERIALS NEAR THE FUEL FILL LOCATION.SEVERE BURNS MAY OCCUR IF THE FUEL WERETO IGNITE.

Refill the fuel tank at the end of each day with clean,fresh fuel. Keeping the fuel tank full, reducescondensation to a minimum.

Grease trimmer gearbox033-3264

DANGER!! !TO PREVENT SERIOUS INJURY, OR DEATH, KEEPHANDS, FEET AND CLOTHING CLEAR OFROTATING TRIMMERWHEEL. IT ISRECOMMENDED TO HAVE SOMEONE AT THEOPERATORS STATION TO STOP THETRIMMERWHEEL IN CASE OF EMERGENCY.

With the engine idling and the trimmer wheel rotatingslowly, inject grease into the fitting next to the drivemotor, until grease is expelled from around the largetrimmerhead gearbox mounting flange seal(approximately 20 pumps). It is recommended that amultipurpose, high temperature grease be used in thislocation.

Note: Under dry, dusty or sandy conditions, it isrecommended to grease the fitting next to thedrive motor more frequently (2 or 4 times a day).

Check engine coolant level001-2017

WARNING!! !IF NECESSARY TO ADD COOLANT TO THESYSTEM WHEN THE ENGINE IS HOT AND/OR HASOVERHEATED, USE CARE TO AVOID BEINGSCALDED. ALLOW THE ENGINE TO COOLBEFORE REMOVING THE RADIATOR CAP.PLACE A RAG OVER THE RADIATOR CAP ANDTURN IT SLOWLY TO THE FIRST STOP, WHICHALLOWS STEAM TO ESCAPE THROUGH THEOVERFLOW TUBE.

Check the coolant level in the engine radiator. Openthe access door to reach the radiator cap. The coolantlevel should be no more than 1 in. (25 mm) down fromthe bottom of the filler neck. See the appropriateengine manual for further coolant system instructions.

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Clean water pump inlet screen033-3233

If the flow from the wash nozzle slows down, it may benecessary to remove the filter from the inlet side of thepump and clean it. Remove the retainer nut andremove the filter. Wash the filter in water and blowdry. Inspect the filter and replace it if damaged. Insertthe clean filter into the opening and replace theretainer nut.

Drain the water tank033-3182

If the machine is to be used in an area that freezingtemperatures will be encountered, open the drain plugin the bottom of the tank and drain all water.

Drain water pump and lines001-2505

CAUTION!! !SEVERE DAMAGE WILL RESULT TO THE PUMP IFIT IS ALLOWED TO FREEZE. BE CERTAIN TOCOMPLETELY DRAIN IT IN FREEZING WEATHER.IF THE PUMP IS TO REMAIN IN FREEZINGWEATHER, RUN A SMALL AMOUNT OFANTIFREEZE THROUGH IT FOR PROTECTION.

Remove the inlet and outlet lines from the pump andallow all water to drain from the pump and hoses. It isrecommended to remove the water pump from themachine and store it in a warm place.

Check gearcase oil level033-3181

Remove the filler plug in the top of the gearcase andcheck the oil level with the bayonet gauge. If the oillevel is low, add 30 weight engine oil through the oil fillopening until the oil level is to the full mark on thebayonet gauge. The oil needs to be changedwhenever it is contaminated.

05 Fifty Hour or Weekly Service

Perform all ten hour lubrication and periodic services.

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Grease trimmer discharge bearing001-2007

DANGER!! !TO PREVENT SERIOUS INJURY, OR DEATH, DONOT ATTEMPT TO GREASE THE BEARING ONTHE DISCHARGE END OF THE TRIMMERWHEELWITH THE WHEEL ROTATING. STOP THE WHEELAND SHUT OFF THE ENGINE BEFORE GREASING.

With the trimmerwheel stopped, grease the bearing onthe auger shaft end of the trimmerhead until resistanceis 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, itmay be necessary to grease the trimmer augershaft bearing more frequently.

Grease conveyor bearings033-3034

WARNING!! !TO PREVENT SERIOUS INJURY, DO NOTATTEMPT TO GREASE THE BEARINGS ON THECONVEYOR WITH THE CONVEYOR OPERATING.STOP THE CONVEYOR AND STOP THE ENGINEBEFORE GREASING.

Grease the conveyor drive pulley (upper end) bearing,on the side opposite of the drive motor, until resistanceis felt against the grease gun handle (1 or 2 pumps).Do not over grease as seal damage could result.

Grease conveyor idler pulley bearings033-3191

Grease bearings on each side of the conveyor idlerpulley (lower end) until resistance is felt against thegrease gun handle (1 or 2 pumps). Do not over greaseas seal damage could result.

Adjust auger drive chain (sidewalk)001-2029

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WARNING!! !TO PREVENT SERIOUS INJURY, DO NOTATTEMPT TO GREASE THE BEARINGS ON THEAUGER OR ADJUST THE CHAIN TENSION WITHTHE AUGER OPERATING. CONTACT WITHMOVING CHAIN OR SPROCKETS CAN CAUSESERIOUS INJURY. KEEP HANDS, FEET ANDLOOSE CLOTHING AWAY FROM MOVING PARTSTO PREVENT SEVERE INJURY. DO NOTOPERATE THE SLIPFORM MOLD AUGER WITHTHE ACCESS COVER REMOVED. STOP THEAUGER AND SHUT OFF THE ENGINE BEFOREGREASING OR ADJUSTING THE CHAIN.

Check the tension of the auger drive chain byremoving the access cover from the side of the form.Adjust the chain tension by loosening the motor mountbolts and turning the nut on the adjustment bolt.Proper tension is with approximately 1/4 in. (6 mm)deflection between the sprockets. Tighten allmounting bolts securely. Lubricate the chain with agraphite chain lubricant.

Grease track center pivot pin033-3171

Grease the center pivot pin on the left track untilgrease is expelled from either end of the pin (5 to 6pumps).

Grease yoke pins033-3221

Grease the track pivot yoke pins until grease isexpelled from between the guide tube and the yoke.

Check track drive gearbox oil level071-0025

WARNING!! !MOVING TRACKS CAN CAUSE SERIOUS INJURY.BE CERTAIN THAT NO ONE IS NEAR THETRACKS BEFORE MOVING THE MACHINE. KEEPHANDS, FEET AND LOOSE CLOTHING AWAYFROM 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 thegearbox. Gear oil should flow from the opening. Ifnot, add EP-90 gear oil until it begins to flow from thecheck plug opening.

Note: If hydraulic oil flows from the check plughole, suspect that the shaft seal on the hydraulicdrive motor has failed. It will be necessary toremove the drive motor and replace the seal.

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Check pump drive gearbox oil level033-3176

Check the gear oil level in the pump drive gearbox onthe rear of the engine. Gear oil should be visible in thesight gauge. If not, add EP-90 through the filler holeon top of the gearbox until oil is visible in the sightgauge.

Note: If the gear oil level is above the top of thesight gauge, or oil is being expelled from thebreather, suspect that the shaft seal on one of thehydraulic pumps has failed. It will be necessary toremove one, or possibly all, of the pumps to findand replace the defective seal.

Conveyor drive gearbox check plug360030

WARNING!! !KEEP HANDS, FEET, TOOLS AND CLOTHINGAWAY FROM MOVING CONVEYOR BELT ANDROLLERS. SERIOUS INJURY OR DEATH MAYRESULT IF ENTANGLED.

Check the gear oil level in the conveyor drive gearbox.Gear oil should flow from the check opening when theplug is removed. If not, add EP-90 gear oil through thetop fill plug opening, until it begins to flow from thecheck plug opening.

Note: If hydraulic oil flows from the check plughole, suspect that the shaft seal on the hydraulicdrive motor has failed. It will be necessary toremove the drive motor and replace the seal.

Check battery electrolyte level001-2018

CAUTION!! !BATTERIES CONTAIN SULFURIC ACID ANDNORMALLY PRODUCE EXPLOSIVE GASESWHICH CAN CAUSE SERIOUS INJURY.THEREFORE, DO NOT ALLOW FLAMES ORSPARKS TO COME NEAR THE BATTERY. WHENCHARGING OR WORKING NEAR A BATTERY,ALWAYS SHIELD YOUR FACE AND PROTECTYOUR EYES. IN CASE OF ACID CONTACT WITHSKIN OR EYES, FLUSH IMMEDIATELY WITHWATER FOR A MINIMUM OF 15 MINUTES ANDGET PROMPT MEDICAL ATTENTION. IF ACID ISSWALLOWED, CALL A PHYSICIAN IMMEDIATELY.

Check the level of the electrolyte (acid and watersolution) in each of the cells of the battery. Usedistilled water or any clean water that is fit to drink anddoes not have a high mineral content to fill the cells tothe bottom of the filler necks.

Note: Do not add water in freezing weatherunless the engine is to be ran two or three hours,or the battery is to be charged for a minimum ofone hour, to thoroughly mix the water andelectrolyte.

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4-11

Check alternator and fan belts001-2075

WARNING!! !DO NOT ATTEMPT TO CHECK THE BELTS WITHTHE ENGINE RUNNING. SEVERE INJURY WILLOCCUR IF CAUGHT IN MOVING BELTS.

Check the belts for any sign of wear. Replace beltsthat are cracked or frayed Refer to the engine manualfor further instructions.

Adjust conveyor belt tension033-3199

WARNING!! !KEEP HANDS, FEET, TOOLS AND CLOTHINGAWAY FROM MOVING CONVEYOR BELT ANDROLLERS. SERIOUS INJURY OR DEATH MAYRESULT IF ENTANGLED.

Check the conveyor belt tension and alignment. If thebelt tension is insufficient (apparent by drive pulleyslippage), tighten the belt by adjusting the position ofthe drive pulley evenly on both sides.

Adjust idler pulley for belt alignment033-3191a

To align the belt, start the engine and allow it to run at1000 rpm. Move the conveyor directional control valveto 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 torotate five or six complete revolutions before makingmore adjustments to allow time for belt to center itself.Secure adjuster nut with jam nut.

Note: If belt will not stay properly aligned, checktroughing rollers for squareness to frame andadjust if necessary.

Replace belt wiper033-3212

Inspect the belt wipers on the underside of theconveyor just inside of the discharge hopper. If thewipers are damaged or are worn out, they will need tobe replaced. Release the spring tension on the wiperassembly. Remove the lock nut and the retainer plateon each wiper assembly. Remove and replace thewipers. Reinstall the retainer plates and the lockingnuts, and tighten securely. Tension the wipers againstthe conveyor belt until there is enough tension to wipethe belt clean.

Note: The belt wiper must be thoroughly cleanedat the end of each day to maintain its'effectiveness.

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Adjust trimmer wheel height001-2030


The trimmer wheel is properly adjusted when the teethare 1/4 in. to 3/8 in. (6 to 10 mm) below the cuttingedge of the moldboard.

One way to adjust the trimmer wheel is to position themachine on a flat, level, concrete or asphalt surface.Place a 6 in. x 6 in. x 3/8 in. (150 mm x 150 mm x 10mm) steel plate under each end of the trimmerheadmoldboard. Lower the machine until the moldboardrests on the plate. Make certain the machine frame isparallel to the surface it is setting on. Allow the engineto run at the lowest speed and move the trimmerheadcontrol valve to the “forward” position.

If the trimmerwheel teeth do not strike the surface, itwill be necessary to adjust the trimmerwheel down.Place the trimmerhead control valve in the “neutral”position and stop the engine. Slightly loosen the capscrews securing the guide plates at each end of thetrimmerhead. Adjust the trimmer wheel up or downwith the adjusting bolts until the teeth lightly strike theconcrete or asphalt surface. Tighten all cap screwsand setscrews securely.

Tooth marks in grade001-2032


The trimmer wheel can also be adjusted duringtrimming operations by observing the finished gradebehind the machine. When trimming, teeth marksshould be slightly visible in the subgrade. If teeth areset more than 3/8 in. (10 mm) below the moldboard,excessive loose material will be left on the subgrade.If the teeth are set above the moldboard, increasedtractive pressure will result as well as a poorly finishedsubgrade. If the teeth are set above the moldboard, itcan cause the machine to “kick” sideways, creatingsteering problems. Trimmer wheel adjustment mustbe made to compensate for tooth wear. Adjust thetrimmer wheel height as previously described.

Replace trimmer teeth001-2035

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DANGER!! !TO PREVENT SERIOUS INJURY, OR DEATH, BECERTAIN THAT THE ENGINE IS STOPPEDBEFORE WORKING ON THE TRIMMERWHEEL. ITIS RECOMMENDED TO REMOVE THE KEY FROMTHE IGNITION SWITCH TO KEEP THE ENGINEFROM BEING ACCIDENTALLY STARTED. WEAREYE PROTECTION WHEN REMOVING ANDREPLACING THE TEETH.

If the carbide tip breaks off of the tooth, it will allow theremaining portion to wear off rapidly. It will benecessary to replace the tooth to prevent the holderfrom wearing also. Stop the engine. Place a punchagainst the rear of the tooth shank and drive it out fromthe rear. Set a new tooth in place in the holder andplace the special driver tool (GOMACO part # GT80-119) over the tip. Tap the new tooth into place. Becertain the flat area on the shank of the tooth is on thesame side as the flat area on the holder before drivingthe tooth in place.

06 150 Hour

Perform all 10 and 50 hour lubrication and periodicservices.

Grease hold-down trolley033-3143

Grease each of the trolley wheels on the hold downassembly until grease is expelled from between theshaft and the wheel.

Grease conveyor pivot mount033-3175

Grease the conveyor pivot mount until grease isexpelled from the top of the pivot mount weldment.

Check tension of wear pads033-3041

Check the individual wear pads on all elevation legsfor excessive wear and replace as necessary. If thewear pad is damaged or metal to metal contact ispossible, the wear pad must be replaced. If the innerleg tube of an elevation leg has excessive movementinside the outer support tube, it will be necessary totension the individual wear pads to remove theexcessive movement. Loosen the locking nut andtighten each set screw using a torque wrench to atorque setting of 50 inch pounds (5.6 Nm). Do notover tension the wear pads. Excessive wear padtension produces too much friction and prevents theelevation leg from moving up or down.

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07 250 Hour Service

Drain engine oil001-2039

WARNING!! !USE CARE WHEN REMOVING THE DRAIN PLUGTO PREVENT CONTACT WITH THE HOT OIL. HOTOIL CAN CAUSE SEVERE BURNS.

Change the engine oil by removing the drain plug fromthe end of the drain line, extending from the enginecrankcase, and allowing the oil to drain into acontainer. The oil should be drained at the end of awork day while it is still warm. This will allow the oil todrain faster and all contamination suspended in the oilwill drain with it.

Replace oil filter001-2041

Remove the engine oil filter element and discard theoil filter and the oil properly. Make certain that all ofthe old gasket is removed and clean any dirt from thefilter base. When installing the new engine oil filter,coat the gasket with a light coat of engine oil. Fill thefilter with clean engine oil and install it. Hand tightenthe filter element 3/4 turn after the gasket contacts thebase.

Fill engine with oil033-3213a

Replace the drain plug and refill the engine with theproper grade of oil in accordance with the instructionsgiven in the lubricating oil specification section of theappropriate engine manual. Start the engine andinspect the oil filter canister for leaks.

08 500 Hour Service

Perform all 10, 50, 150 and 250 hour lubrication andperiodic services.

Replace fuel filters033-3213b

Remove the engine fuel filter elements as well as thein-line fuel filter and discard the fuel filters properly.Make certain that all of the old gasket is removed andclean any dirt from the filter bases. Fill the newelements with clean fuel and reinstall them. Tightenthe filter elements 3/4 of a turn after the gasketcontacts the base. Refer to the Cummins DieselEngine Manual for further fuel system service.

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4-15

Manual fuel pump033-3226b

A manual fuel pump is available if the fuel filters arenot changed properly. Follow the instructions in theappropriate engine manual for bleeding air from thefuel system.

Drain water from fuel filter033-3213c

Note: Drain the water from the bottom of the frontfuel filter at least once a week. Turn the drain plugout approximately 2 turns and allow a smallamount of fuel and any water to drain. Tighten thedrain fitting securely. Refer to the Cumminsengine manual for further instructions.

Notice: The in-line fuel filter may require servicingmore often depending upon fuel quality andworking conditions.

09 600 Hour or Annual Service

Perform all 10 hour, 50 hour, 150 hour and 300 hourlubrication and periodic services.

Replace lift suction filter033-3192

Change the lift suction filter. Unscrew the element anddiscard. Be certain the old o-ring is removed and newone is in place. Fill a new element (part #110-10B01)with clean hydraulic oil and screw it into place. Turnelement 3/4 to 1 turn after the o-ring seal makescontact with the filter base.

Notice: Do not use a paper filter element in the liftsuction line as it will greatly restrict the oil supplyto the lift pump. Use only a 100 wire mesh filterelement.

Remove filter canister drain plug033-3149a

To replace the main hydraulic filter element, removethe door on the backside of the control console. Theoil in the filter canister should be drained by removingthe plug at the bottom of the canister.

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4-16

Main hydraulic filter assembly033-3150a

Remove the four bolts in the filter canister head toallow the canister to be removed. Remove the twofilters and separate them, saving the coupler that isbetween them. The old filters should be discarded andthe coupler placed between the two new filters (part#110-10A88). Install the new filters with the hole ofthe filter assembly at the top of the canister. Replacethe canister in its original position. Replace andtighten the four bolts and be certain the drain plug isclosed tight.

Note: The main filter element should initially bereplaced after the first 50 hours of operation. Themain filter element should also be replaced whenthe filter pressure indicator is in the red with thehydraulic oil at operating temperature.

Replace high pressure lift filter033-3173

Replace the high pressure lift filter. Unscrew the filtercanister from the base and discard the old filterelement properly. Clean the inside of the filter canisterthoroughly. Install a new filter element in the canisterand replace the assembly. Tighten the canistersecurely.

High pressure lift filter element001-2059

Note: The high pressure lift filter element shouldbe replaced after the first 50 hours of operationand then annually, or whenever the filter pressureindicator on the filter head is popped up with thehydraulic oil at operating temperature.

Remove sump filter access cover033-3152

Remove and clean the sump filters. Drain thehydraulic oil level down as previously described.Remove the access cover from the rear of the surgetank. Reach down into the tank and unscrew thesump filters and remove them. Remove all gasketmaterial from the sump tank opening and from theaccess cover.

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4-17

Remove sump filters001-2063

After the filter elements are removed, wash theelements in clean solvent or diesel fuel. Blow theelements dry and reinstall the filters. Hand tighten theelements only. Replace the access cover gasket (part#GT62-194) and reinstall the cover. Replace therubber seal washers (part #420-30A96) on the covercap screws if damaged. Replace the hydraulic oilwhich was drained from the system if no other filtersare to be replaced.

Note: The sump filters should be cleaned anytime that the main filter elements are replaced.The sump filters need to be replaced only ifdamaged.

Hydraulic oil drain plugs033-3243

The hydraulic oil needs to be changed only if it iscontaminated. The oil is contaminated when the mainfilters need frequent changing, or when water or dieselfuel has gotten into the system. To drain, remove thedrain plugs from the bottom of each tank (4 locations).Wash the magnetic drain plugs off and place sealer onthe threads before replacing the plugs. Discard thehydraulic oil properly. Refill the hydraulic system withthe proper hydraulic oil.

Note: It is recommended that a hydraulic oilsample should be taken at least once a year tocheck for contamination. Send the sample to anaccredited laboratory for testing. It may benecessary to take samples more than once a yearfor better accuracy in testing.

Change oil in torque hub gearbox071-0025

WARNING!! !MOVING TRACKS CAN CAUSE SERIOUS INJURY.BE CERTAIN THAT NO ONE IS NEAR THE TRACKBEFORE MOVING IT. KEEP HANDS, FEET ANDLOOSE CLOTHING AWAY FROM MOVING PARTS.

Drain the gear oil from the track drive gearboxes anddiscard the oil properly. Refill with clean new EP-90gear oil. To drain the oil, rotate the fill plug to thebottom.

Change oil in pump drive gearbox033-3177

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

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4-18

with clean new EP-90 gear oil. To drain, remove thedrain plug located in the bottom of the gearbox.

Conveyor drive gearbox drain plug360030

Drain the gear oil from the conveyor drive gearbox andrefill with clean new EP-90 gear oil.

Note: The conveyor drive gear oil should bechanged after the first 50 hours of operation.

Check oil level in track rollers001-2066

Check the oil level of the lower track idler rollers.Remove the rock guard from the outside of the trackassembly. Rotate the rollers until the check plug is inthe horizontal position and remove the plug. Oilshould flow from the check opening. If not, inject EP-90 gear oil into the roller with a pump type oil can untilthe oil flows from the check opening. Replace theplug. Do all the rollers the same on each track.

Note: The check plugs require a 6 mm hexwrench to remove them.

Notice: Some track idler rollers may be equippedwith a sealed bearing.

Check oil level in track idler001-2067

Check the oil level of the front track idler roller. Rotatethe front idler roller until the check plug is to the frontand in the horizontal position and remove the plug. Oilshould flow from the check opening. If not, inject EP-90 gear oil into the roller with a pump type oil can untiloil 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 hexwrench to remove it.

Notice: Some track idler rollers may be equippedwith a sealed bearing.

10 Servicing Air Cleaner

Remove the air filter033-3135

To remove the air cleaner filter element, remove theaccess cover from the engine console (if so equipped).Loosen the clamp ring screw and remove the aircleaner cover. Remove the filter retaining screw andpull the element from the filter canister. Whenservicing the air cleaner, check all connections from

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the air cleaner to the engine. Connections should beair tight at all times.

When the element must be serviced in the field, patthe side of the element gently near the end with thepalm of the hand while rotating the element. Do nottap the element against a hard surface as this maydent or rupture the element.

Clean element with air001-2069

The element may be cleaned with compressed air byusing an air nozzle and blowing air through theelement from the inside to the outside. Do not blow airfrom the outside to the inside. Keep the nozzle atleast 1 in. (25 mm) from the pleated paper. Maximumair pressure to use to prevent damage to the elementis 30 psi (207 kPa). Do not remove the plastic finassembly. Blowing the element out with compressedair will remove dust from beneath the fin assembly.

Inspect filter element with light001-2070

To inspect the air filter element, place a bright lightinside of the element and slowly rotate the element. Ifany holes or ruptures are discovered, replace theelement. The filter element should be replaced afterbeing cleaned six times or annually, whichever comesfirst. Inspect the gasket on the end of the element. Do

not use the element if the gasket is damaged. Wipeout the inside of the air cleaner shell before installingthe element. Install the element and secure with thewing nut and the seal washer. Install the dust collectorcap with the rubber unloading valve down and tightenthe clamp ring screw finger tight. Install the engineconsole access cover (if so equipped).

11 Battery Service

Batteries001-2073

WARNING!! !BATTERIES CONTAIN SULFURIC ACID ANDNORMALLY PRODUCE EXPLOSIVE GASESWHICH CAN CAUSE SERIOUS INJURY.THEREFORE, DO NOT ALLOW FLAMES ORSPARKS TO COME NEAR THE BATTERY(S).WHEN CHARGING OR WORKING NEAR ABATTERY, ALWAYS SHIELD YOUR FACE ANDPROTECT YOUR EYES. IN CASE OF ACIDCONTACT WITH SKIN OR EYES, FLUSHIMMEDIATELY WITH WATER FOR A MINIMUM OF15 MINUTES AND GET PROMPT MEDICALATTENTION. IF ACID IS SWALLOWED, CALL APHYSICIAN IMMEDIATELY.

The paver electrical system is a 12 volt negativeground system. Refer to the specification chapter forbattery size. Keep sparks and flames away from thebattery as electrolyte gas is highly flammable. Thebattery is located under the access door below theoperator’s seat. When replacing the battery, discardthe old battery properly.

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Badly pitted battery terminal052-0226

CAUTION!! !WHEN SERVICING THE ELECTRICAL SYSTEM ORWELDING ON THE MACHINE, ALWAYSDISCONNECT THE GROUND STRAP FROM THEBATTERY(S) TO PREVENT DAMAGE TO THEMACHINE ELECTRICAL SYSTEMS.

Before connecting the battery, make certain allelectrical switches and accessories are turned off. Becertain that the terminals and battery posts arethoroughly cleaned and that the battery cableterminals are tight, as dirty or loose connections cancreate high electrical resistance and permit arcing,which will quickly burn and pit terminals and posts.

Note: The electrical system is a negative groundsystem. Connect the starter cable to the positive(+) post of the battery. Connect the ground cableto the negative (-) post of the battery. It isadvisable to disconnect the negative cable firstand connect it last. Reversed polarity can damagethe electrical system.

Use a battery hydrometer to check the specific gravityof the electrolyte in each battery cell. A fully chargedbattery will have a specific gravity of 1.260. Chargethe battery if the reading is below 1.215.

Keep the battery clean by washing it off whenever dirtbuild up is excessive. If corrosion is present aroundterminal connections, remove them and wash withammonia solution or a solution consisting of 1/4 lb.(0.11 kg) baking soda added to one quart of warmwater. Make certain the vent caps are tight to preventsolution from entering the cells. After cleaning, pourclean water over the battery and surrounding area towash the solution away. Check vent cap breatheropenings to make sure they are open.

Be sure to keep the battery filled and fully chargedduring cold weather to keep it from freezing. Freezingweather has little affect on a fully charged battery.

WARNING!! !DO NOT ATTACH THE END OF THE NEGATIVE (-)CABLE OPPOSITE THE BOOSTER BATTERY TOTHE NEGATIVE (-) POST OF THE DEAD BATTERY.A SPARK COULD OCCUR AND CAUSE ANEXPLOSION OF GASES NORMALLY PRESENTAROUND THE BATTERY.

When connecting a booster battery, if necessary forcold weather starting, connect one end of the firstjumper cable to the positive (+) terminal of the deadbattery and the other end to the positive (+) terminal ofthe booster battery. Connect one end of the secondjumper cable to the negative (-) terminal of the boosterbattery and the other end to the frame of the machinewith the dead battery.

12 Alternator, Regulator and Starter Service

Alternator001-2075

The alternator supplies electrical current for chargingthe battery and ample electrical power to the electroniccontrols. The built-in regulator in the alternatorcontrols the voltage output. If for any reason the wiresmust be disconnected from the alternator, mark themso that they can be reconnected properly. Use thefollowing precautions to prevent damage to thealternator and/or regulator:

1. An alternator is never to be polarized. Neverground any alternator terminals or circuits.

2. Always disconnect the battery before discon-necting or connecting the alternator. Neverdisconnect the alternator with it operating. Be

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certain the wiring is properly connected beforeconnecting the battery.

3. Always connect a booster battery in the properpolarity. Negative to negative and positive topositive.

Starter033-3187

The starter is used to crank the engine. If for anyreason the wires must be disconnected from thestarter, mark them so that they can be reconnectedproperly.

13 Adjusting Servo Valves

Adjust servo pilot valves033-3154a

The grade servo pilot valves need only be adjusted ifthe grade cylinders slowly “creep” up or down with theengine running and the system in the “manual” mode.The steering servo pilot valves need only be adjustedif the tracks slowly “drift” left or right with the system inthe “manual” mode. The hydraulic oil should be atoperating temperature before adjusting the servos.Proceed as follows:

1. Place the circuit to be adjusted in the manualmode. Run the engine at 1500 rpm. Remove the

access plug to gain access to the adjustmentscrew.

2. Turn the servo centering screw on the properservo valve until the corresponding cylinder stopsmoving in one direction and begins to move in theopposite direction. Mark the position of theadjusting hex wrench on the servo valve.

3. Turn the servo centering screw back the oppo-site direction until the cylinder begins to move inthe original direction. Mark the position of theadjusting hex wrench on the servo valve. Turnthe centering screw to the center positionbetween the two marks.

14 Adjusting Pressures

Trimmer relief valve (without emergency stop)033-3159

Trimmer relief valve (with emergency stop)033-3225

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Trimmerhead Pressure

CAUTION!! !DO NOT STALL A SYSTEM WITH AN UNKNOWNRELIEF PRESSURE SETTING. IF THE PRESSURESETTING IS TOO HIGH, SERIOUS MACHINEDAMAGE MAY OCCUR. WHEN CHECKING ARELIEF PRESSURE SETTING, TURN THEADJUSTMENT SCREW OUT 3 OR 4 TURNSBEFORE STALLING THE SYSTEM.

To adjust the trimmerhead pressure, disconnect thetrimmer drive motor hoses at the bulkhead quickcouplers. It is recommended to turn the pressureadjustment screw on the relief valve out 3 or 4 turnsbefore checking the pressure. Start the engine, run itat 1000 rpm and depress the emergency stop reset (ifso equipped). Slowly move the trimmerhead controlvalve towards the “forward” position and note theincreasing pressure on the corresponding pressuregauge. If the pressure continues to increase above2500 psi (172 bar), immediately move the control valveback to the center position. Turn the pressure reliefadjustment screw out an additional 3 or 4 turns andrecheck. If the pressure does not increase above2500 psi (172 bar), engage the valve the maximumamount and increase the engine speed to maximum.If adjustment is necessary, locate the trimmerheadrelief valve on the engine console. Remove the acornnut (if present) and loosen the jam nut. Turn theadjusting screw in to increase pressure or out todecrease pressure. Tighten the jam nut and replacethe acorn nut (if so equipped).

Note: Be certain to replace the aluminum sealwasher between the acorn nut and the jam nut ifso equipped.

Conveyor Pressure

Conveyor relief (withemergency stop)033-3263


To adjust the pressure of the conveyor, uncouple theappropriate quick couplers. It is recommended to turnthe pressure adjustment screw on the appropriaterelief valve out 3 or 4 turns before checking thepressure. Start the engine, run it at 1000 rpm anddepress the emergency stop reset switch (if soequipped). Slowly move the conveyor directionalcontrol valve towards the “forward” position. Note theincreasing pressure on the pressure gauge. If thepressure continues to increase above 2150 psi (148bar), immediately move the control valve back to thecenter position. Turn the pressure relief adjustmentscrew out an additional 3 or 4 turns and recheck. Ifthe pressure does not increase above 2150 psi (148bar), engage the valve the maximum amount andincrease the engine speed to maximum. If adjustmentis necessary, locate the appropriate relief valve on theengine console. Remove the acorn nut (if present) andloosen the jam nut. Turn the adjusting screw in toincrease pressure or out to decrease pressure.Tighten jam nut and replace the acorn nut (if soequipped).

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Tractive Pressure

Swapping track and conveyor relief cartridges033-3160

Track relief (with emergency stop)033-3254


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

engine and remove the filler cap on the hydraulicreservoir to release air pressure. Remove the reliefcartridge from the tractive system and interchange itwith the cartridge from the conveyor system. Adjustthe cartridge from the tractive system in the conveyorsystem as necessary.

A second method to use when setting the tractivepressure, is by turning the adjustment screws on thecounterbalance valves out 4 or 5 turns (increasepressure). Place the travel directional control valves inthe “neutral” position and the auxiliary travel/vibratorvalve in the “vibrator” position. Start the engine, run itat 1000 rpm and depress the emergency stop resetswitch (if so equipped). Rotate the variable speedlever in the increase direction to the maximumposition. Note the increasing tractive pressure on theproper gauges. If the pressure continues to increaseabove 2350 psi (162 bar), immediately rotate thevariable speed lever in the decrease “off” position.Turn the pressure relief adjustment screws on thecounterbalance valves out an additional 3 or 4 turnsand recheck. If the pressure does not increase above2350 psi (162 bar), increase the engine speed tomaximum. If adjustment is necessary to adjust thepressure to 2350 psi (162 bar), remove the acorn nut(if present) from the adjusting screw and loosen thejam nut. Turn the adjusting screw in to increasepressure, or out to decrease pressure. Tighten thejam nut and replace the acorn nut (if so equipped).

After the main pressure has been adjusted, readjustthe counterbalance valve pressure as described later.

Note: If the main pressure cannot be increasedsufficiently, turn the counterbalance valve adjusterscrews out 3 or 4 turns more.

Adjust counterbalance valves033-3214

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Counterbalance Valve Pressure

To adjust the track counterbalance valves, place bothtravel directional control valves in the "neutral" (center)position. Place the auxiliary travel/vibrator selectorvalve in the "vibrator position. Place the networkcontrol system in "standby" by depressing the run/standby switch. Start the engine, run it at 1000 rpmand depress the emergency stop reset switch (if soequipped). Rotate the variable speed lever in theincrease direction to the maximum position. Note theincreasing tractive pressure on the left and right trackpressure gauges. The pressure gauge for the lefttrack should read 650 pis (44.8 bar), and the gauge forthe right track should read 700 psi (48.3 bar). If thepressure continues to increase above 700 psi (48.3bar) for either track, immediately move the variablespeed control lever to the off position. Turn thecounterbalance valve adjustment screws in anadditional 3 or 4 turns and recheck. If the pressuredoes not increase above 700 psi (48.3 bar), increasethe engine speed to maximum. If adjustment isnecessary, loosen the jam nut and turn the adjustingscrew out to increase pressure, or in to decreasepressure. Tighten the jam nut securely.

Vibrator Pressure

Adjust main vibrator pressure001-2084

Vibrator relief (with emergency stop)033-3253


To adjust the main vibrator relief, turn the relief valveon the vibrator variable manifold in, 3 to 4 turns.Disconnect one vibrator or loop hose. Start theengine, run it at 1000 rpm and depress the emergencystop reset switch (if so equipped). It is recommendedto turn the pressure adjustment screw on the mainvibrator relief valve out 3 or 4 turns before checkingthe pressure. Place the vibrator override switch in the“off” position. Turn the circuit selector gauge to the“vibrator” position. Rotate the variable control valvethat corresponds to the disconnected circuit to the fullincrease position (full counterclockwise). Rotate thevariable travel control valve in the “increase” directiona small amount to break contact with the micro switchbutton and note the increasing pressure on thecorresponding pressure gauge. If the pressurecontinues to increase above 2150 psi (148 bar),immediately move the variable control lever to the offposition, depressing the micro switch button. Turn thepressure relief adjustment screw on the main vibratorrelief out an additional 3 or 4 turns and recheck. If thepressure does not increase above 2150 psi (148 bar)with the micro switch button released, increase theengine speed to maximum. If adjustment is necessaryto increase the pressure to 2150 psi (148 bar), loosenthe jam nut on the main relief valve adjusting screw.

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Turn the adjusting screw in to increase, or out todecrease the pressure. Tighten the jam nut and installthe acorn nut (if so equipped).


Adjust vibrator variable relief033-3161

To adjust the vibrator variable relief, first adjust themain relief as described previously. Using the sameprocedure, adjust the variable relief by turning theadjusting screw in to increase pressure or out todecrease pressure until the pressure is at 1850 psi(128 bar). Tighten the jam nut securely.

Adjust lift pressure033-3151

Lift Pressure

To adjust the lift pressure, run the engine at 2100 rpm(maximum). Place the servo lock switch in the “on”position. Place the hold-down and holdover controlvalves in the “neutral” or center position. Observe thepressure reading on the lift pressure gauge. The

reading should be 1600 psi (11040 kPa). If adjustmentis necessary, turn the adjuster on the pump in toincrease or out to decrease pressure.

15 Calibrating the Slope Sensor

The slope sensor should be checked for properadjustment in relation to the machine frame at leastonce a year. Prior to storing a new null (centerposition) point, the machine frame should be leveledfrom side to side.

Level the machine frame033-3165

To level the machine frame, place a level on the frontcross frame in front of the operator station. Use thejog switch for the right elevation to raise or lower theright leg until the machine frame is level. Stop theengine, but leave the ignition switch on.

033-3350

R: SLOPE SET = 0.00% Forward STEER DISABLE

Slope setpoint at 0.00%033-3350

To center the slope sensor(s), set the slope commandto “0.00%”.

360310


Slope sensor centering signal360310

Depress and release the SET switch under the servicepanel. The main control module display will indicateon the upper line “ADJUST REFERENCE (NULL)”

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while the lower line will indicate “select via A/Mswitches”. To select a slope control loop, depress theA/M switch on the appropriate control loop. The maincontrol module display will indicate on the upper linethe position and type of sensor, the current voltagevalue and the previous null setting of the sensor. Thelower line will indicate “press STORE to null” and anarrow symbol will appear if the sensor is not within thenull limits of ±0.07 volts. If an arrow symbol does notappear on the lower line of the main control moduledisplay, depress the STORE switch under the servicepanel to store the new null point.

033-3351


Slope sensor in battery box033-3168

If an arrow symbol pointing up or down appears, itindicates that the current voltage reading is outside thenull limits and the arrow indicates whether the currentvoltage should be raised or lowered to be within thenull limits. Loosen the sensor mounting screws androtate the sensor as necessary to move the currentvoltage within ±0.07 volts of 2.50 volts. Tighten themounting screws securely. Depress the STOREswitch under the service panel. The current voltageand null voltage readings should now be the same.

Note: The new null voltage cannot be recordeduntil the sensor voltage is within the null limitvoltage range and the arrow indicator hasdisappeared from the main panel display.

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CHAPTER V TROUBLESHOOTING


This chapter gives procedures to follow in the event ofa machine failure. Determine which system is at faultand refer to the corresponding section fortroubleshooting procedures.

02 Troubleshooting the Engine

For troubleshooting procedures on the engine, refer tothe appropriate engine manual, or contact yournearest Detroit Diesel or Cummins engine dealer.

03 Troubleshooting the Hydraulic ReservoirSystem

Pressure Tank

Reservoir

Reservoir Sump Tank

Conveyor pump

Vibrator variablecontrol manifold

Vibrator mainrelief

Lift pump

High pressurelift filter

Servo manifold

Hydraulicoil cooler

Lift suctionfilter

Main pump

Front

Main hydraulicfilter

Sump filters

Main reliefmanifold

Hydraulic Reservoir

CII-001

High pressureReturn oilDump or DrainCharge pressure

The hydraulic reservoirs are contained within theCommander II main frame structure. Beginning at thetank on the left rear side, the oil flow is routed throughthe various main hydraulic pumps. From the pumps,

the oil is forced into the various circuits that power themachine functions. Each circuit contains an individualmain relief set to bypass at a specific pressure. If acircuit were to stall, causing the corresponding relief

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5-2

valve to open, the bypassed oil is routed back to thepressure tank. The opening of one relief valve in noway affects the operation of the other valves. Fromthe relief manifold, the oil is routed out to the variouscircuits. The return oil from these circuits is thendumped back into the pressure tank on the right sideof the machine. The right tank is a sealed tank. Theoil must flow through the main hydraulic filter to exitthe tank. The amount of pressure in the pressure tankwill depend on the amount of pressure required toforce the hydraulic oil through the main filter. Thispressure is indicated on the filter pressure gauge. Ifthe pressure reaches 25 psi (1.7 bar), the filter reliefvalve will open, allowing unfiltered oil to be dumpedinto the system. From the main filter, the oil flowsthrough the front tank and into the left tank to the sumpfilters, where the cycle is repeated (the hydraulic tankafter the main filter is referred to as the reservoir, orlow pressure tank). The right tank is internally baffledto keep all the oil flowing to eliminate dead spots andto keep the oil in contact with the outer edges of thetank to aid in dissipating heat. The hydraulic oilreservoir capacity is 85 U.S. gallons (323 L).

Symptom

High main filter pressure.

Corrective Measures

1. Clogged filter. Remove and replace the mainfilter element as instructed in the Maintenancechapter.

2. Contaminated oil. If the filter must be replacedfrequently, the oil may need to be changed. Ifwater or diesel fuel has gotten in to the hydraulicoil, it must be changed. Refer to theMaintenance chapter for oil changinginstructions.

3. Cold oil. If the hydraulic oil is extremely cold, itmay cause high pressure. Allow the oil to warmup and recheck pressure.

Symptom

Main pump cavitates.

Corrective measures

1. Low hydraulic oil level. Add the proper hydraulicoil to bring the level up to the full mark, with theoil cold. If a sight gauge is not present, add oiluntil it is 8 inches (200 mm) down from the top ofthe filler neck.

2. Sump filters clogged. Remove and clean thefilters following the instructions given in theMaintenance chapter.

Loose connection suction connections033-3173

3. Loose connections between the pump andhydraulic reservoir. Tighten all fittings and hoseclamps. It may be necessary to remove the pipefittings and couplings and reseal the threads.

Symptom

Oil flowing from breather cap.

Corrective measures

The hydraulic reservoir oil level is too high. The oillevel should be at the full mark on the sight gauge, or 8inches (200 mm) down from the top of the filler neck,with the oil cold.

Symptom

Hydraulic oil overheats.

Corrective measures

1. Air flow through the hydraulic oil coolerrestricted. Clean the fins of the oil cooler.Check fan belt tension. If the air flow throughthe oil cooler is restricted, the engine coolanttemperature will also increase.

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In-line check valve033-3161a

2. The in-line check valve between the oil coolerand the trimmer control valve is stuck open,allowing the hydraulic oil to pass directly to thepressure tank, instead of passing through thecooler. To check, remove both hoses from the“tee” fitting on top of the check valve andconnect them together. Plug the open end ofthe “tee”. If the oil temperature is now corrected,the check valve is defective and must bereplaced.

Note: This procedure is only possible on earlymodel machines equipped with an external checkvalve.

3. Relief valve open. If a hydraulic system isconstantly stalling out, causing a relief valve toopen under high pressure, excessive heat isgenerated. Reduce the load on the system tokeep it from stalling. If a circuit is not beingused, be certain the control valve is in the “off”(neutral) position, or the loop hoses areattached.

4. Excessive loading with high ambient (outside)temperature. Reduce the work load on allsystems if the ambient temperature is excessive.

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04 Conveyor Hydraulic Diagnostics

Return toTrimmer Valve

Outlet––See Trimmer Hydraulic

Quick Couplers

ConveyorPressureGauge

ConveyorPump

ConveyorDriveMotor

To Reservoir

ConveyorControlValve

Emergency stop return manifold

Emergency stop relief manifoldset at 2150 psi

(148 bar)

Conveyor Hydraulic System

033-3352

PressureReturnTankCase DrainSuction

SumpTank

To Pressure Tank

One-wayCheckValve

The oil flow for the conveyor circuit begins at the camdriven pump, which delivers 13 gpm (49 lpm) at 2250rpm. The oil for the cam pump is supplied from thepressure tank. From the pump the oil is routedthrough the solenoid controlled emergency stop reliefmanifold past a relief valve set to bypass at 2150 psi(148 bar).

Machines equipped with an emergency stop systemwill route oil through the vented relief valve and backto the pressure tank. Energizing the emergency stopsolenoid valve will close the pilot line to the ventedrelief valve causing the relief to close, routing oil to thecontrol valve.

With the valve in the “off” (center) position, the oil isrouted through the valve where it is combined with thetrimmer hydraulic return oil before going through the oilcooler and back to the pressure tank.

As the valve is moved in the “forward” direction, the oilflow is routed out a work port through a set of

bulkhead mounted quick couplers and into one of theinlet ports on the conveyor drive motor, causing it toturn. As the motor shaft turns, the conveyor belt willmove, bringing material up the conveyor to charge theslipform mold hopper. Return oil from the motor flowsout the opposite motor port through the bulkhead quickcouplers to the control valve work port. The oil isrouted through the valve to the outlet port, and back tothe pressure tank.

The current motor is equipped with a case drain linewhich returns internal motor leakage to the reservoirthrough a one-way check valve.

A line tapped into the inlet port of the control valve isconnected to the pressure gauge, through which thesystem pressure is checked.

When the control valve is moved in the “reverse”direction, the oil flow through the valve work ports andthe conveyor drive motor is reversed, which causesthe conveyor belt to travel in reverse. The more the

Commander II

5-5

control valve is moved from “off”, towards “forward” or“reverse”, the faster the conveyor belt will travel.

Symptom

Conveyor belt will not travel. Normal pressureindicated.

Corrective measures

1. Insufficient belt tension, allowing the drive pulleyto slip. Adjust the belt tension as instructed inthe Maintenance chapter.

Motor shaft

2. Key in the motor drive shaft is defective.Remove the conveyor drive motor and inspectthe motor shaft and key. Replace as necessary.It will first be necessary to loosen the conveyorbelt tension as the drive pulley is supported bythe motor bearings on the motor side.

Symptom

Conveyor belt will not remain trained (centered).

Corrective measures

Concrete build up033-3278

1. Concrete build up on drive or idler pulleys, or ontroughing or return rollers. Inspect and clean asnecessary.

2. Troughing rollers, return rollers, or drive pulleyout of alignment. Rollers and drive pulley mustbe at a 90 degree angle to the conveyor frame.To adjust, place a framing square against therollers or pulley and adjust as necessary.

3. Faulty belt splice. Check belt splice forstraightness. Splice should be at a 90° angle to

the belt edge. Check with a framing square andreplace or repair the belt or splice as needed.

Symptom

Conveyor stalls at low pressure.

Corrective measures

1. Main relief valve not maintaining 2150 psi (148bar) relief pressure. Refer to the Maintenancechapter for instructions on how to adjust thepressure.

2. Hydraulic drive motor allowing oil to leak pastthe rotor internally, relieving system pressure.Disconnect both drive motor hoses at the quickcouplers. Activate the control valve with theengine running. If the proper pressure isindicated on the pressure gauge, the motor isdefective and must be replaced.

Symptom

Conveyor runs slower than normal. Stalls at properpressure.

Corrective measures

A defective pump can cause the conveyor to runslower, but stall at the proper pressure. The pumpoutput should be checked with a flow meter ifavailable. A good indication of a defective pump is tocompare relief pressure to engine speed. To check,disconnect the conveyor drive hoses at the quickcouplers. Engage the control valve with the engineoperating at maximum speed and note the indicatedpressure. Gradually reduce the engine speed. Adamaged pump will not maintain relief pressure asengine speed decreases; pressure will drop rapidly. Agood pump will maintain approximately the samepressure as the engine speed decreases.

Symptom

Conveyor stalls at high pressure.

Corrective measures

1. Conveyor belt stuck. Inspect drive and idlerpulleys for concrete build up, or other debris andclean as necessary.

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5-6

Check quick couplers033-3070

2. Quick couplers not fully connected, or defective.If both are fully connected, disconnect them andcheck for debris. Check for a defective quickcoupler by bypassing the coupler using a pipecoupling, or a different set of quick couplers.

Note: A defective or disconnected quick couplermay cause the motor shaft seal to rupture. If shaftseal leakage is evident, repair or replace themotor.

3. Drive motor is frozen. Remove the cap screwssecuring the motor in the drive pulley andwithdraw the motor. Apply pressure to themotor. If it will not turn, repair or replace it asnecessary. It will first be necessary to loosenthe conveyor belt tension as the drive pulley issupported by the motor bearings on the motorside.

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5-7

05 Troubleshooting the Trimmerhead System

Trimmer Hydraulic System

Gear PumpFront Stage

37 gpm (140 lpm) at 2250 rpm

PressureReturnDump or TankSuction From Conveyor

Valve

From ConveyorEmergency StopRelief Manifold

ToTank

ToTank

ToTank

ToTank

Emergency StopRelief Manifoldset at 2350 psi

Trimmer PressureGauge

Trimmer Drive Motor

5 psiOne-Way

Check Valve

142 psiOne-Way

Check Valve HydraulicOil Cooler

and Radiator

DumpManifold

033-3355.eps

ControlValve

SequenceValve

ToTank

The oil flow for the trimmerhead circuit begins at thefront stage of the main pump, which delivers 37 gpm(140 lpm) at 2250 rpm. From the pump the oil isrouted through the solenoid controlled emergency stoprelief manifold past a relief valve set to bypass at 2350psi (162 bar).

Machines equipped with an emergency stop systemwill route oil through the vented relief valve and backto the pressure tank. Energizing the emergency stopsolenoid valve will close the pilot line to the ventedrelief valve causing the relief to close, routing oil to thecontrol valve.

As the oil exits the emergency stop relief manifold, it isrouted to the inlet of the sequence valve. When inletpressure overcomes the opposing force of thesequence valve spring, the valve opens permitting flowfrom the outlet port. The sequence valve is set atapproximately 300 psi. A dump line will bleed off anycase pressure in the sequence manifold. Thesequence valve acts as a safety valve to force all oil

through the emergency stop manifold when theemergency stop system is activated.

When the control valve is in the “off” (center) position,the inlet oil is routed directly through the valve to theoutlet port.

If the control valve is moved to the “forward” position,the inlet oil is routed through a valve work port to a setof quick couplers and into one of the trimmer drivemotor ports. As the oil flows through the trimmermotor, it causes the motor shaft to turn, in a forwarddirection. Return oil from the trimmer drive motorflows through the opposite quick couplers to theopposite work port of the control valve and is routed tothe valve outlet.

When the control valve is moved to the “reverse”position, oil flows through the valve work ports and thetrimmer drive motor is reversed, causing the trimmerwheel to turn in the reverse direction. Normal trimmingpressure is 500 to 2100 psi (34.5 to 145 bar).

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5-8

From the outlet of the control valve, the oil is routedpast an in-line one-way check valve to the inlet of thehydraulic oil cooler, which is located in front of theengine. As the oil flows through the oil cooler, heat istransferred from it to the atmosphere. The cooled oilthen flows out the outlet of the oil cooler back into thepressure tank. The trimmerhead and conveyor returnoil is routed through the oil cooler, regardless of thecontrol valve position.

The purpose of the cooler in-line check valve is toprotect the oil cooler from extreme pressure duringcold weather operation. If the pressure required toforce the hydraulic oil through the oil cooler exceeds142 psi (9.8 bar), the check valve will open and dumpthe oil directly back to the pressure tank. As thehydraulic oil warms and the pressure drops below 142psi (9.8 bar), the check valve closes, routing the oilthrough the cooler.

The trimmerhead gearbox is lubricated by internalleakage 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-waycheck valve and back into the reservoir tank. Theone-way check valve is used to retain the hydraulic oilin the reservoir if the line is disconnected.

Symptom

Trimmer wheel, tracks, conveyor and vibrators do notoperate.

Corrective measures

1. Emergency stop button is depressed. Check theemergency stop reset light. If illuminated, locateand pull the depressed button out and depressthe reset switch on the console.

2. Defective emergency stop system. Refer toEmergency Stop Diagnostics for moreinformation.

Symptom

Trimmer wheel stalls at low pressure.

Corrective measures

1. Main relief valve not maintaining 2350 psi (162bar) relief pressure. Refer to the Maintenancechapter for instructions on how to adjustpressure.

2. Hydraulic motor allowing oil to leak past rotorinternally, relieving system pressure. To checkfor excessive internal wear, disconnect the casedrain line. With the trimmer wheel rotating freelyat maximum speed, oil draining from the casedrain line should not exceed 1/2 gpm (1.9 lpm).If the amount of drain oil is excessive, replacethe motor.

! !DANGER!KEEP HANDS, FEET AND CLOTHING CLEAR OFROTATING TRIMMER WHEEL TO PREVENTSEVERE PERSONAL INJURY, OR DEATH.

Symptom

Trimmer wheel runs slower than normal. Stalls atproper pressure.

Corrective measures

A defective pump can cause the trimmer wheel to runslower and stall at the proper pressure. The pumpoutput should be checked with a flow meter ifavailable. A good indication of a defective pump is tocompare relief pressure to engine speed. To check,disconnect the trimmer drive hoses at the quickcouplers. Engage the control valve with the engineoperating at maximum speed and note the indicatedpressure. Gradually reduce the engine speed. Adamaged pump will not maintain relief pressure asengine speed decreases; pressure will drop rapidly. Agood pump will maintain approximately the samepressure as the engine speed decreases. Replace thepump if defective.

Symptom

Trimmer wheel stalls at high pressure.

Corrective measures

1. Trimming an excessive amount at a high rate oftravel. Reduce the amount being trimmed and/or reduce the travel speed.

2. Trimmer teeth worn or missing creatingexcessive trimmer wheel drag. Replace theteeth as instructed in the Maintenance chapter.

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5-9

! !DANGER!SEVERE INJURY OR DEATH CAN OCCUR IFPERSONNEL ARE CAUGHT IN THE TRIMMERWHEEL DURING OPERATION. STOP THE ENGINEBEFORE REMOVING DEBRIS.

3. Debris lodged between the trimmer wheel andshroud. Inspect the area between the wheeland shroud or end plates for debris and clean asnecessary.

4. Quick couplers not fully connected or defective.If both are fully connected, disconnect andcheck for debris. Check for a defective quickcoupler by switching the suspect coupler withone known to be good.

5. Drive motor is frozen. Remove the motor fromthe gearbox and apply pressure. Repair orreplace the motor if it will not turn.

6. Damaged gearbox. When a gearbox isinternally damaged it becomes noisy before itstops functioning. Remove the gearbox from thetrimmer wheel and examine the internal gearsand bearings. Repair or replace the gearbox ifdamage is evident. Refer to the GT17-019gearbox 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 waycheck valve located in the case drain line. A defectivecheck valve can cause excessive pressure in thegearbox, rupturing the seal. Check the case drain linefrom the gearbox to the hydraulic tank to be certainthat 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 casedrain line. Excessive back pressure may causethe gearbox seal to rupture.

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5-10

06 Troubleshooting the Tractive System

To Left Track TensionTo Right Track Tension

Two SpeedSolenoid

Valve

Right TrackPressureGauge

Left TrackPressureGauge

Left TrackDrive Motor

Right TrackDrive Motor

Right TrackControl Valve

Left TrackControl Valve

Two-StageFlow Divider

LiftPressureManifold

Servo Valves

Gear Pump17 gpm (64 lpm)

at 2250 rpm

Emergency StopRelief and Solenoid

set at 2150 psi(148 Bar)

From AuxiliaryTravel/Vibrator

Valve

To Tank

To Tank

To Tank

To Tank

Variable SpeedControl Valve

Track Hydraulic Circuit

PressureReturnRegulatedDump or TankSuctionStatic Flow

033-3354.eps

The oil flow for the tractive circuit begins at the rearstage of the main pump, which delivers 17 gpm (64lpm) at 2250 rpm. From the pump the oil is routedthrough the solenoid controlled emergency stop reliefmanifold past a relief valve set to bypass at 2150 psi(148 bar).

Note: See following drawing for two-speed drivemotor operation.

Machines equipped with an emergency stop systemwill route oil through the vented relief valve and backto the pressure tank. Energizing the emergency stopsolenoid valve will close the pilot line to the ventedrelief valve causing the relief to close, routing oil to theinlet of the variable travel control valve.

A line from the vibrator/auxiliary travel selector valve isalso connected to the inlet port of the variable travelcontrol valve. With the valve in the “off” (decrease)position, the oil is routed through the valve to the outletport and back to the pressure tank.

As the valve handle is moved in the “increase”direction, a regulated amount of oil is routed out thework port of the valve to the inlet of the two stage flowdivider. The gear type flow divider divides theincoming oil into two equal parts. From the outputports of the flow divider, the oil flows to the inlet of thedirectional control valves. The explanation for the leftor right track drive is the same.

With the control valve in the neutral” (center) positionthe oil is routed through the valve to the outlet port andthe counterbalance valve. See the explanation for thecounterbalance valve operation following the nextparagraphs.

When the control valve is moved to the “forward”position, the incoming oil is routed out one of the workports on the valve into one of the ports on the trackdrive motor causing the shaft to rotate. As the motorshaft turns the gearbox, the track is driven in a forward

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5-11

direction. Oil from the opposite motor port is routedback to the control valve and out the outlet port.

When the control valve is moved to the “reverse”position, the oil flow to the track drive motor isreversed, causing the track to move in the reservedirection. Normal track operating pressure is from 700to 1800 psi (48 to 124 bar).

Counterbalance Valve Description

From the outlet of each control valve, the oil is routedto the corresponding counterbalance valve. Thecounterbalance valve maintains a constant minimumback pressure of 650 psi (45 bar) against the left trackdrive motor and 700 psi (48.3 bar) against the righttrack drive motor to aid in turning the machine and toprevent “free wheeling” down embankments or off oftrailers. A pilot line is connected between the inlet ofthe control valve and the counterbalance valve. Thepressure in this line controls the opening and closingof the counterbalance valve. When the pilot linepressure is below the minimum pressure required, thecounterbalance valve closes, blocking the return flowof oil from the track drive motor to the pressure tank.As the pressure increases in the system, the pilot linesenses this pressure increase and directs it to thecounterbalance valve. When the pressure increasesabove the minimum setting, the counterbalance valveopens to allow oil to flow to the pressure tank. Apressure gauge connected to the pilot line will monitorthe amount of system pressure operating the valve.The pressure indicated will be approximately the sameas the pressure required to turn the tracks.

Steer Servo Description

A line from each side of the flow divider is connectedto the work ports on the steering servo valve. Whenthe servo valve is in the centered position, both workports are blocked, causing the machine to travelstraight.

When a steering correction is called for the servo valvespool shifts. Oil from one track drive system is allowedto “bleed off” to the reservoir tank, while oil is injectedinto the opposite side. This causes one track to slowand the opposite track to increase speed. The morethe servo valve spool is shifted, the faster the machinewill turn. When the machine travel is stopped and themicro switch button is depressed, the electrical signalto the servo valve is blocked and the servo valvereturns to the center position. If the automatedsteering control system were calling for a correctionwhen the machine was stopped and the oil flow to theservo valve were not blocked, oil would be injected

into one track, causing it to move. The servo valvedraws its oil from the lift pump and has a maximumflow of 5 gpm (19 lpm).

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5-12

To Left Track TensionTo Right Track Tension

Two SpeedSolenoid

Valve

Right TrackPressureGauge

Left TrackPressureGauge

Left TrackDrive Motor

Right TrackDrive Motor

Right TrackControl Valve

Left TrackControl Valve

Two-StageFlow Divider

LiftPressureManifold

DumpManifold

Servo Valves

Gear Pump17 gpm (64 lpm)

at 2250 rpm

Emergency StopRelief and Solenoid

set at 2150 psi(148 Bar)

From AuxiliaryTravel/Vibrator

Valve

To Tank

To Tank

To Tank ToTank

To Tank

Variable SpeedControl Valve

Track Hydraulic Circuitwith Two-Speed Circuit

PressureReturnRegulatedDump or TankSuctionStatic Flow

033-3353.eps

Track Two-Speed Description

The two-speed motor circuit consists of a 3-way2-position solenoid valve and a 4-way 2-position spoolvalve in the drive motor. The lift hydraulic systemprovides pressure oil to the lift pressure manifoldwhich is connected to the two-speed solenoid valve.

When the solenoid valve is de-energized, the pressureline from the lift system is blocked and the linebetween the drive motor and the solenoid valve isconnected to the drain line at the solenoid valve whichreturns to the hydraulic reservoir. The spool valve inthe motor is spring loaded to route the hydraulic fluid inparallel through the motor power elements for lowspeed high torque operation.

When the two-speed solenoid valve is energized,pressure oil is routed to the spool valve in the drivemotor causing it to shift against the spring tension.The hydraulic oil is routed in series through the motorpower elements for high speed low torque operation.

Symptom

Track chain frequently breaks or comes off of sprocketor idler.

Corrective measures

1. Debris in track chain. Clean track chainthoroughly and check the links for hardenedconcrete.

2. Incorrect chain tension. Refer to theMaintenance chapter for instructions on theproper adjustment of the track chain.

3. Incorrect alignment of the front idler sprocket orrear drive sprocket. Add or subtract shims to theyoke on Berco “Series One” tracks until the idlerroller is parallel to the track chain. Check andtighten the track drive gearbox mounting boltsand setscrews.

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5-13

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 forinstructions on how to adjust pressure.

Symptom

Tracks runs slower than normal, but stall at correctpressure.

Corrective measures

A defective pump can cause the tracks to run slower,but stall at the proper relief pressure. The pumpoutput should be checked with a flow meter ifavailable. A good indication of a defective pump is tocompare relief pressure to engine speed. To checkthe flow, or the pressure drop, disconnect the linebetween the travel variable control valve and the flowdivider. Connect the inlet line from the flow meter tothe valve to check the flow, or plug the fitting to thecheck the pressure drop. Move the variable in the“increase” direction the maximum amount with theengine at maximum speed. To check the pressuredrop, note the indicated pressure and then graduallyreduce the engine speed. A damaged pump will notmaintain relief pressure; pressure will drop rapidly asengine speed is decreased. A good pump willmaintain approximately the same pressure regardlessof engine speed. Repair or replace the pump if foundto be defective.

Symptom

Both tracks stall with high pressure indicated.

Corrective measures

1. Inspect the tracks for excessive tension, or abuild up of debris in the chain. Clean the chainas necessary, or adjust the track tension asdescribed in the Maintenance chapter.

2. Defective flow divider. If the flow divider isdefective or stuck, high pressure will beindicated on the tractive pressure gauge, but willnot be indicated on the counterbalance valvegauges. Repair or replace the flow divider asnecessary.

Symptom

Machine drifts left or right; will not properly turn aradius or one track stalls.

Corrective measures

1. Servo valve out of center. Refer to theMaintenance chapter for centering instructions.

2. Counterbalance valve stuck or damagedcausing high, or low, back pressure against onetrack circuit. Refer to the Maintenance chapterfor instructions on how to check thecounterbalance valves. If a counterbalancevalve is thought to be defective, swap it with thevalve from the opposite side. If the problemtransfers, replace the counterbalance valvecartridge.

3. Defective flow divider. To check, swap thehoses on the flow divider. If the problemtransfers, the flow divider is defective and mustbe repaired or replaced.

4. Defective track drive motor. To check, swap thetrack drive motors from side to side. If theproblem transfers, the motor is defective andmust be repaired or replaced.

5. Defective track drive gearbox. If after swappingthe motors, and the hoses on the flow divider,the problem remains on the same track, suspectthe track drive gearbox. Remove the gearboxand disassemble it. Inspect the gears andbearings and replace as necessary.

Symptom

One track continues to move when the machine isstopped.

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5-14

Corrective measures

Defective micro switch033-3183c

1. With the machine stopped and the micro switchdepressed, move the sensor wand. If trackrotation is evident, the signal to the servo valvehas not been shut off. Make certain that themicro switch button is fully depressed. Replacethe micro switch if necessary.

2. If the sensor wand is centered and the deviationmeter indicates a centered position, but onetrack continues to move when the machine isstopped, suspect that the servo valve is out ofcenter. Adjust the centering of the servo valveas described in the maintenance chapter.

Symptom

Steering injection system will not work.

Corrective measures

To check the operation of the steering injectionsystem, place the steering override switch in the “auto”position on earlier production machines. Place bothtravel directional control valves in the “forward”position and move the variable travel control valvelever in the “increase” direction just enough to breakcontact with the micro switch button, but not enough tomove the machine. Place the run-standby switch inthe “standby” position. Depress the left “jog” switch.The right track should begin to move. Depress theright “jog” switch. The left track should begin to move.If the systems do not respond as described, isolate theproblem, hydraulic versus electrical. If the system willnot respond to the jog switch, check the systemoperation by pushing the override lever on the servovalve. If the system will respond to the override

system, the problem is in the electrical system. Referto Troubleshooting the Steering Control ElectricalSystem. If the system will not respond with theoverride lever, the problem is in the hydraulic system.The possible hydraulic problems are as follows:

1. Low lift pressure. Refer to Troubleshooting theGrade Hydraulic System (section 12) forprocedures to follow.

2. Micro switch button depressed. Move the travelvariable 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. (Earlyproduction machines).

(Fig. 1x18/6200-513)

4. Steering override switch defective. Connect thetwo wires on the back of the switch together. Ifthe system now works properly, the switch isdefective and must be replaced. (Earlyproduction machines).

5. Solenoid valve coil defective. Check for 12 voltsto the coil with the override switch in the “auto”position, the micro switch button released andthe ignition switch “on”. If 12 volts are available,remove the coil from the valve shaft. Insert ametal object into the center of the coil. The coilshould attract the metal object. If not, the coil isdefective and must be replaced. The coil can bechecked with an ohms meter. Check for 8 ohmsof resistance between the two leads to the coil(wires disconnected). Replace the coil if theresistance is more or less (Early productionmachines).

(Fig. 1x18/6200-514)

6. Solenoid valve stuck or not functioning.Remove the coil from the valve, then remove thevalve from the servo manifold (use a 1-1/8 inchdeep socket to remove the valve). Wash thevalve in clean solvent or diesel fuel. Inspect theo-rings and replace as necessary. Attempt todepress the internal plunger in the end of thevalve. If the plunger cannot be depressed, or ifit sticks open when released, replace the valve.If the plunger operates freely, reinstall the valveand coil and check the operation. If the systemstill will not operate, the valve is defective andmust be replaced (Early production machines).

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5-15

Symptom

Machine will not move in “auxiliary travel”

Corrective measures

Vibrator on-off system not functioning properly. Placethe vibrator/auxiliary travel selector valve in the“vibrator” position. If the machine now moves, theproblem is in the vibrator on-off system. Refer toTroubleshooting the Vibrator System (section 07 or 08)for procedures to follow.

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07 Troubleshooting the Vibrator System

Gear PumpFront Stage

22.5 gpm (85 lpm) at 2250 rpm

ToTank

ToTank

PressureGauge

ToTrackCircuit

Vibrator Variable Control Manifold

Relief set at 1850 psi

Auxiliary TravelVibrator Selector

Valve

Emergency StopRelief Manifold

Relief set at 2150 psi

Vibrator Hydraulic System

PressureReturnDump or TankSuctionStatic Flow

Vibrator

033-3356.eps

The oil flow for the vibrator system begins at the centerstage of the main pump which delivers 22.5 gpm (85lpm) at 2250 rpm. From the pump the oil is routed tothe vibrator-auxiliary travel selector valve. Teed intothis line is an emergency stop relief valve manifold setto bypass at 2150 psi (148 bar). The relief valve isnecessary to protect the pump from pressure spikeswhen 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 theinlet of the travel variable control valve, resulting inincreased travel speed. When the selector is set tothe “vibrator” position (valve out), the oil flows out awork 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 pressureincrease is directed against one end of the pressuredifferential spool (through a small orifice), causing it toshift against spring tension to an unload position. Theoil from the pump is dumped back to tank atapproximately 75 psi (6 bar).

When a vibrator variable is rotated in the increasedirection, pressure begins to increase between thevariable and the attached vibrator. This pressureincrease is directed against the spring loaded end ofthe 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 freeflow of the oil back to the tank causing the pressure inthe system to increase sufficiently to operate thevibrator at the preset speed. The unused oil isreturned to the tank at a pressure approximately 75 psi(5.2 bar) higher than the pressure required to operatethe vibrator. If the vibrator variable is rotated more inthe increase direction, or another vibrator is turned on,there is a pressure drop in the system. This causesthe pressure differential spool to shift to block the flowof oil to tank, increasing the pressure sufficiently tooperate the vibrator at a higher speed or to operateadditional vibrators. Any unused oil will be returned totank. The entire vibrator system will operate at thehighest pressure required by any one of the vibrators.

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5-17

If a vibrator should stall, pressure will increase againstthe pressure differential valve spool causing it to shiftto block the free flow of oil to the tank, increasing thepressure in the system. When the pressure reaches1750 psi (120.7 bar), the relief valve in the pilot line willopen. This will allow the pressure differential valve todump any unused oil (including that from the stalledvibrator) back to the tank at approximately 1825 psi(126 bar). All other vibrators will continue to operate atnormal speed and pressure. A flow control valve onthe output side of each variable regulates themaximum output for each vibrator to 4 gpm (15.2 lpm).

A solenoid valve in the pilot line is used toautomatically start and stop the vibrators. When themicro switch button is depressed, the solenoid isenergized to the open position, draining the pressureoil from the spring loaded (pilot) side of the pressuredifferential valve. This will allow the valve spool toshift against spring tension, dumping all oil back to thepressure tank at approximately 75 psi (5.2 bar). Whenthe micro switch button is released, the solenoid is de-energized to the closed position blocking the flow of oilfrom the pilot port. This causes pressure to increaseon the spring loaded side of the pressure differentialvalve, causing it to shift to block the flow of oil back tothe tank, forcing the vibrators to operate.

An override switch is provided for stopping thevibrators while moving from one place to another. Byplacing the switch in the “on” position the solenoid isheld in the energized position, preventing the vibratorsfrom operating, regardless of the micro switch position.When the switch is in the “off” position, the starting andstopping of the vibrators is controlled by the microswitch.

Symptom

All vibrators operate at low speed.

Corrective measures

1. Low main relief valve setting. Check and adjustthe main relief valve pressure as described inthe Maintenance chapter.

2. Defective pump stage. The pump should bechecked with a flow meter if available. Anothergood indication of a defective pump is tocompare relief pressure to engine speed. Tocheck, disconnect all vibrators or loop hoses atthe quick couplers. Place the vibrator/auxiliarytravel selector valve in the “vibrator” position, thevibrator override switch in the “off” position,rotate all vibrator variable controls to the

maximum speed and raise the travel variablecontrol valve lever off of the micro switch button.Note the indicated pressure on the circuitselector gauge. Gradually reduce the enginespeed. A damaged pump will not maintain reliefpressure; pressure will drop rapidly as enginespeed is reduced. A good pump will maintainapproximately the same pressure as the enginespeed decreases. Replace or repair the pump iffound to be defective.

3. Engine speed too low. Increase engine speedto maximum.

4. Vibrator relief valve pressure setting low. Checkand adjust the vibrator relief valve pressure asdescribed in the Maintenance chapter.

Symptom

One vibrator runs at low speed or not at all. All othervibrators operate properly. High pressure indicated.

Corrective measures

1. Defective vibrator. Interchange the suspectedvibrator with one known to be good. Replace orrepair the vibrator following the instructions inthe appropriate Vibrator Overhaul & PartsManual. 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 quickcouplers known to be good. Replace coupler ifdefective.

Note: If a faulty quick coupler is in the return line,it could cause the shaft seal in the hydraulic motorto 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). Rotatethe variable controls in the increase direction tostart the vibrators operating.

3. Vibrator override switch in the “on” position.Place the switch in the “off” position.

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Vibrator main relief033-3316

4. Main relief valve stuck open. Replace the main reliefvalve cartridge with the relief valve cartridge from theconveyor circuit. If the vibrators now operate, therelief 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 cleansolvent. Inspect the valve and o-rings for damage orcontamination. Replace as necessary. Using asmall screwdriver, attempt to depress the inner valveassembly (opposite of the adjustment nut) againstspring pressure. If the valve sticks in, or is stuck inthe open position, the valve is defective and must bereplaced.

Vibrator solenoid valve002-2706

6. Solenoid valve stuck open. Remove the valvecartridge and clean it in clean solvent. Inspect thevalve and o-rings for damage or contamination.Replace as necessary. Using a small screwdriver,attempt to depress the inner valve assembly (oppositethe coil end) against spring pressure. If the valve

sticks in, or is stuck in the open position, the valve isdefective 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 thevibrators stop, the micro switch is defective and mustbe replaced. If the vibrators still will not stop, removethe coil from the valve and insert a metal object intothe center of it. The coil should attract the object whenthe 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 microswitch. Check for 12 volts through the micro switchterminals with the switch button depressed. If novoltage is present, suspect a bad micro switch andreplace as necessary. If 12 volts are evident, suspectthe wiring or coil. The coil can be tested with an ohmsmeter. Check for 8 ohms of resistance in the coil withthe power leads disconnected. If the resistance ismore or less than 8 ohms, replace the coil. If the coilwill attract the metal object, suspect the valve itself.Remove, clean and inspect the valve. Reinstall thevalve and check the operation. If it still won’t operate,replace the valve.

Symptom

Vibrators operate at high (relief) pressure.

Corrective measures

Orifice fitting002-2707

Orifice fitting in the vibrator variable control manifold isplugged causing pressure to build against the pressure

Commander II

5-19

differential valve, holding it in a closed position.Remove the small plug from the side of the vibratorvariable control manifold located between the solenoidvalve and the pressure differential valve. Measure andnote the distance from the top of the opening to the topof the orifice fitting inside. Use a hex wrench toremove the orifice fitting and clean thoroughly. Insertthe orifice fitting until it reaches the same depth aspreviously noted. Insert and tighten the plug securely.

Commander II

5-20

08 Slipform Mold Hydraulic System Diagnostics

Lift SuctionFilter

HighPressureLift Filter

DrawbarLift Motor

Hold DownCylinder

PressureReducing/Relieving

Valve

Hold DownPressure Gauge

ControlValve

Drawbar LiftSolenoid

Valve

Lift Pump12.5 gpm (47 lpm)

at 2250 rpm

Drawbar Lift and Hold Down Hydraulic System

ToTank

ToTank

ToTank

ToTank

033-3357.eps

Hold OverCylinder

PressureReducing/Relieving

Valve

Hold OverPressure Gauge

ToTank

The slipform mold hydraulic systems consist of thedrawbar lift, hold down and hold over circuits. Sincethe hold over and hold down systems are similar, thedescription of one system is the same for both.

Hydraulic oil for the hold down circuit is supplied by thelift pump. With the control valve in the center (neutral)position, the oil flow is blocked by the closed centervalve spool.

Moving the valve to the “down” position, directs oilthrough the valve, out a work port, to the inlet of thereducing-relieving valve. The reducing-relieving valvereduces 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-downcylinder causing it to extend. As the cylinder begins topress down on the rear of the slipform mold, pressurebegins to build up in the line between the hold-downcylinder and the reducing-relieving valve. When theadjusted pressure is reached, the flow of oil to the

hold-down cylinder is halted. Oil from the rod end ofthe hold-down cylinder returns through the oppositework port of the control valve to the pressure tank. Apressure gauge is connected to the line between thereducing-relieving valve and the hold-down cylinder tomonitor hold-down pressure.

If the rear of the machine should move down, thepressure in the line between the hold-down cylinderand the reducing-relieving valve will begin to increase.The reducing-relieving valve senses the increasedpressure and relieves the excess pressure to thepressure tank, thus maintaining the preset pressure.As the rear of the machine begins to raise, thepressure in the line between the hold-down cylinderand the reducing-relieving valve begins to decrease.The reducing-relieving valve senses the pressuredecrease and opens to add oil to the line to maintainthe adjusted pressure.

When the control valve is moved to the “up” position,oil is routed through the control valve, out a work port

Commander II

5-21

to the rod end of the hold-down cylinder, causing it toretract. The oil from the piston end is forced backthrough the reducing-relieving valve to the pressuretank.

The drawbar lift hydraulic system consists of asolenoid valve and drive motor. If the switch isdepressed in the “up” position, a solenoid coil isenergized causing the valve spool to shift routing oil tothe drive motor. Return oil is routed through theopposite work port of the solenoid valve and returnedto the pressure tank.

If the switch is depressed in the “down” position, theopposite solenoid coil is energized causing the valvespool to shift routing oil to the drive motor and turningit in the opposite direction. Return oil is routed throughthe opposite work port of the solenoid valve andreturned to the pressure tank.

Symptom

Hold down or hold over cylinder will retract, but will notextend.

Corrective measures

Pressure control valve set too low. Turn the controlvalve knob clockwise to increase pressure enough toextend the cylinder.

Symptom

Cannot maintain constant hold down pressure.

Corrective measures

Inspect pressure control valve6028

1. Hold-down pressure control valve dirty ordefective. Remove the pressure adjustmentcartridge and clean. Inspect and replace asnecessary.

Check for internal leakage6029

2. Defective hold-down cylinder. To check,completely extend the hold-down cylinder.Disconnect the hose from the fitting on the rodend of the cylinder. Apply pressure to the pistonend (hold-down valve in “down” position). Ifhydraulic fluid escapes from the open fitting onthe rod end of the cylinder, the internal pistonpacking is leaking. Repair or replace thecylinder 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 properposition.

2. Low pressure in the lift circuit. Check theindicated pressure on the lift circuit pressuregauge. Adjust the lift pressure to 1600 psi (110bar) if necessary, following the instructions givenin the Maintenance chapter.

Note: If the lift pressure is low, the grade systemsand the steering injection system will also beaffected.

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 andsprocket. Replace any damaged parts.

2. Slipform mold is too heavy or is causing thedrawbar to jam in the drawbar guide assembly.Check setup of slipform mold to correct anycause for jamming. Look for visible signs ofdamage and repair as necessary. Call you local

Commander II

5-22

GOMACO distributor or GOMACO for slipformmold weight information.

3. Drive motor is defective. Remove the drivemotor from the drawbar assembly. Operate thedrive motor. Replace the drive motor if pressureis applied and the motor shaft does not turn.

Commander II

5-23

09 Troubleshooting Auxiliary Hydraulic Systems

Lift SuctionFilter



at 2250 rpm

ToTank

ToTank

ToTank

ToTank

TrimmerShift

Cylinder

DrivewayCut OutCylinder

TelescopingFrame

Cylinder

ConveyorLift Cylinder

Auxiliary Lift Hydraulic Systems

033-3359.eps

PressureReturnTankSuction

TrackTension

Cylinders

HydraulicSide PlateConnection

The auxiliary circuits consist of the conveyor lift, righttelescoping frame, trimmer shift, track tension andcurb cutout systems. The operation of the circuits arebasically the same. The oil for the auxiliary circuits issupplied by the lift pump.

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 oilflow is routed through a work port of the valve to thepiston end of the cylinder causing it to extend. As thecylinder extends, return oil is routed through theopposite work port of the control valve and to the tank.

When the valve is moved to the retract position, the oilflow is routed through a work port of the valve to therod end of the cylinder causing it to retract. As thecylinder retracts, return oil is routed from the oppositework port of the control valve to the tank.

Note: Current model control valves areassembled for low internal leakage and do notrequire double acting lock valves.

Locking Valve Description for early modelmachines

The oil forces a check valve off its seat as it passesthrough the double acting lock valve (on the rear of thecontrol valve) and then out to one end of thecorresponding cylinder. Since a check valve in thedouble acting lock valve is blocking the oil flow back tothe control valve from the opposite end of the cylinder,pressure will begin to build between the valve and thecylinder. This pressure increase acts against a shuttlepiston in the locking valve, which shifts, lifting thecheck valve on the return side off its seat, thusallowing the return oil to pass through the control valveand back to the pressure tank. When the control valveis shifted in the opposite direction, the oil flow throughthe double acting check valve and the cylinder is

Commander II

5-24

reversed. The purpose of the double acting checkvalve is to prevent the corresponding cylinder fromshifting, The conveyor lift system does not have adouble acting locking valve. The troubleshootingprocedures for all of the auxiliary circuits are basicallythe same.

Symptom

Right extend cylinder will move in one direction, butnot the other, the trimmerhead will shift in one directionbut not the other, or the curb cutter will shift in onedirection but not the other.

Corrective measures

Locking valve001-0139

1. Locking valves not releasing in one direction.Check by reversing the hoses on the rear of thevalve. If the cylinder will now move in theopposite direction, the locking valve is defectiveand must be repaired or replaced.

2. Defective quick coupler. Inspect quick couplersby bypassing couplers with a pipe coupling, orwith a set of couplers known to be good.

Symptom

Right leg, trimmerhead or curb-cut out will not move.

Corrective measures

1. Locking valve not releasing in one direction. Ifthe right leg is completely extended, orretracted, or the trimmerhead is shifted full left orright, or the curb cutout is in or out, and thelocking valve shuttle piston is stuck, it willappear to not release in either direction.Reverse the hoses on the rear of the valve. Ifthe leg, trimmerhead, or curb cutout, will nowmove in the opposite direction, the locking valveis defective and must be repaired or replaced.

2. Low lift pressure. Check the indicated pressureon the “lift pressure” gauge. Adjust the liftpressure to 1600 psi (110 bar) if necessary,following the instructions given in theMaintenance chapter. If the lift pressure is low,the grade, steering injection, hold-down andholdover circuits will also be affected.

Right leg shift clamps033-3374

3. Locking bolts tight in the bottom of the rightextend tube. This will affect the right extendcircuit only. Loosen the bolts to extend or retractthe right leg. Tighten the bolts when the rightleg is extended.

Symptom

Cylinder or motor will not hold position.

Corrective measures

1. Locking valve not holding. Remove the linesfrom the defective valve and swap them with thelines from a good valve. If the system that wasnot holding, now holds position, the valve isdefective and must be repaired or replaced.

2. Cylinder or motor leaking internally. If swappingthe lines as previously described does not stopthe cylinder or motor from creeping, suspectinternal leakage. Repair or replace the cylinderor motor as necessary

Commander II

5-25

10 Troubleshooting the Grade Hydraulic Systems

Lift SuctionFilter



at 2250 rpmTo

TankTo

Tank

Grade Hydraulic Systems

033-3359.eps

PressureReturnTankSuction

To AuxiliaryControl Valve

LeftFront

LeftRear

Right

Servo ValveManifold

PressureManifold

PressureGauge

PressureManifold

The oil flow for the lift circuit begins at the pressuretank, where the oil is forced through the 100 wire meshlift suction filter. From the outlet of the filter the oil flowis routed to the inlet of the pressure compensated liftcircuit pump. A case drain line protects the pump casefrom extreme pressures by draining excess oil fromthe case back to the reservoir. Maximum output flowfrom the lift circuit pump is 12.5 gpm (47 lpm) at 2250rpm. The grade hydraulic and auxiliary hydrauliccircuits drawing oil supply from the lift pump are closedcenter systems. This means there is a standbypressure in the system of 1600 psi (110 bar) without oilflow until a circuit is activated. When the circuits arenot activated, the pressure in the system builds until asensing device in the pump senses the pressure is at1600 psi (110 bar), thus causing the pump to stoppumping. As soon as the pressure in the systemdrops, the pump will begin to pump again, until thepressure returns to the preset pressure.

From the lift pump, the oil is routed through the highpressure filter to the inlet of the pressure manifold. Aline connected to the manifold is routed to the liftpressure gauge to monitor system pressure. From themanifold, oil is routed to the inlet of the servo manifoldand the inlet of each servo valve. When the twin valvespools in each servo valve are in the center position,the oil flow is blocked. All three grade circuits operatethe same hydraulically, so the explanation of one is thesame for all three.

When the servo valve receives an “up” signal from theelectronic control system, the twin spools in the servovalve shift a proportional amount. Pressure oil isrouted from one of the spools through a working port inthe manifold to the locking valve on the appropriate liftcylinder. The oil forces the internal check valve off itsseat (in the locking valve) and flows into the piston(top) end of the lift cylinder, causing it to extend andraising the machine. The return oil from the rod(bottom) end of the cylinder flows back to the opposite

Commander II

5-26

manifold working port through the opposite servo valvespool and to the reservoir. When the servo spoolreturns to center, the check valve in the locking valvereturns to its seat, locking the oil in the piston (top) endof the cylinder to hold the cylinder in position.

When the servo valve receives a “down” signal fromthe electronic control system, the twin spools areshifted in the opposite direction a proportional amount.Pressure oil is routed out through the oppositemanifold port, to the rod (bottom) end of the liftcylinder. Since the check valve (in the locking valve)on the piston (top) end of the cylinder is on its seat, thecylinder cannot retract. Pressure begins to increase inthe line between the rod (bottom) end of the cylinderand the servo valve. A small port in the locking valvedirects this pressure increase to a small shuttle pistonin the valve, which shifts, lifting the check valve off itsseat. This allows oil from the piston (top) end of thecylinder to return to the servo manifold, through theservo valve and out to the reservoir.

The purpose of the locking valve is to prevent thecylinder from drifting down during operation and;overnight when the engine is stopped. A minimumpressure of 1000 psi (69 bar) is required to extend orretract the cylinder (because of locking valve).

Maximum output of the grade servo valves is 5 gpm(19 lpm). The troubleshooting of one grade hydraulicsystem is the same for all three.

Symptom

One grade cylinder inoperative or slow to respond.

Corrective measures

Isolate the problem; hydraulic versus electrical. If thesystem will not respond with the jog switch, check thesystem operation by using the manual override leveron the servo valve cover. If the system will respond tothe override, the problem is in the electrical system.Refer to section 13, Network Steer and GradeElectrical Diagnostics. If the system will not respondwhen using the override, the problem is in thehydraulic system. The possible problems are asfollows:

Locking Valve in Cylinder637

WARNING!! !BE CERTAIN TO COMPLETELY LOWER THEMACHINE, OR REMOVE ALL WEIGHT FROM THELEG, BEFORE REMOVING THE LOCKINGCARTRIDGE. IF THE CARTRIDGE IS REMOVEDWITH THE MACHINE UP, HYDRAULIC OIL WILL BEEXPELLED RAPIDLY FROM THE CYLINDER ANDTHE MACHINE WILL DROP. SEVERE INJURY CANOCCUR IF CONTACT IS MADE WITH FLUIDESCAPING UNDER HIGH PRESSURE.

1. Faulty lift check valve. If the machine will raise,but not lower, suspect that the shuttle piston inthe check valve is defective. Lower the machineand stop the engine. Swap the suspected valvewith a valve that is operating properly. If thefault moves to the opposite system, the valve isdefective and must be replaced.

2. Inner and outer guide tube binding. Raise themachine to the maximum and check for binding.Adjust the wear plates on the bottom of the legsas 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 thesystem will not respond with the jog switch, check thesystem operation by using the manual override leveron the servo valve cover. If the system will respond tothe override, the problem is in the electrical system.Refer to section 13, Network Steer and GradeElectrical Diagnostics. If the system will not respondwhen using the override, the problem is in thehydraulic system. The possible problems are asfollows:

Commander II

5-27

1. Low lift pressure. Check and adjust thepressure as described in the Maintenancechapter.

2. Defective lift pump. Check the pump output witha flow meter if available. A good indication of adefective pump is to compare system pressureto engine rpm. A damaged pump will not holdpressure as engine rpm decreases; pressurewill drop rapidly. A good pump will maintainpressure as engine rpm is decreased. To checkthe pump pressure drop, place all three lift lockswitches in the “on” position. Place the auxiliaryvalves in the center (neutral) position. Run theengine at maximum speed and observe the liftpressure gauge. If the lift pressure decreasesas the engine rpm is decreased, the pump isdefective and must be replaced.

Clogged suction filter033-3322

3. Clogged lift suction filter. Replace the 100 wiremesh filter element. Do not use a paper typeelement as it will greatly restrict the flow of oil tothe pump.

Clogged high pressure filter033-3173

4. Plugged high pressure lift circuit filter. If theindicator on the top of the high pressure filter isextended, it may be necessary to replace thefilter. The filter is of the non-bypass type. If itbecomes completely clogged, it will not pass anyoil.

5. Excessive internal leakage past servo valvespools, or auxiliary valve spools. Place theservo lock switch in the “on” position. If the liftpressure does not increase, disconnect and capthe pressure line between the lift manifold andthe auxiliary valve bank. If the pressureincreases, a high pressure internal leak existsinside one or more of the auxiliary valves. It isrecommended to replace the valve bank as aunit. If the lift pressure increases when theservo lock switch is placed in the “on” position,suspect one or more of the servo valves. It maybe necessary to replace the servo valves one ata time to check.

Note: It is possible that the amount of leakage inany one valve is not sufficient to affect the liftpressure, but the combination of two or more willaffect it. It may be necessary to replace more thanone valve.

6. Hoses from the holdover valve (if so equipped)coupled together and valve engaged. If theholdover system is not being used, do notcouple the hoses together at the quick couplersand engage the control valve. This creates adirect path for the oil to flow to the pressuretank.

Sideplate hoses connected033-3149

7. Hoses for hydraulic controlled sideplatesconnected together. This creates a direct path

Commander II

5-28

for the oil to flow to the pressure tank.Disconnect the hoses from one another.

8. Hoses for hydraulic conveyor lift connectedtogether. If the conveyor is removed from themachine, do not connect the control valvepressure and return lines together. This createsa direct path for the oil to flow to the pressuretank. 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 requirescentering adjustment. Adjust the servo centering screwwith a hex wrench as described in the Maintenancechapter.

Symptom

Grade cylinder drifts down overnight or with the enginerunning.

Corrective measures

Locking valve in cylinder637

1. Locking valve not holding. Raise the machineand stop the engine. Loosen the hose on theleft side of the cylinder cap (facing the hose sideof cylinder). If a steady stream of oil flows fromthe loosened line, suspect that the locking valveis not holding. Swap the defective valvecartridge with a valve cartridge known to begood. If the problem transfers, the locking valveis defective and must be replaced.

CAUTION!! !REMOVE ALL WEIGHT FROM THE LIFT CYLINDEROR LOWER IT TO THE LOWEST POSITIONBEFORE REMOVING THE LOCKING VALVECARTRIDGE. IF THE CARTRIDGE IS REMOVEDUNDER PRESSURE, HYDRAULIC OIL WILL BEEXPELLED RAPIDLY FROM THE CYLINDER ANDTHE MACHINE WILL DROP.

2. Cylinder piston packing leaking. Loosen the lineto the piston end of the cylinder. If oil does notflow from the loosened line or the problemremains on the same cylinder after swapping thelocking valve cartridge, the problem is in thegrade cylinder. Remove the cylinder and repairor replace it.

Symptom

Gradual swales in grade.

Corrective measures

1. A sticky servo valve can cause this type ofsymptom. Sticky valve spools are caused bydirty oil. Frequently, sticky valve spools can befreed by rapidly moving the manual overridecontrol on the servo valve. This throws thevalve spool from one extreme to the other andthe particles causing the spool to stick tend towash out, thus freeing the spool. A sticky spoolcan be detected on the meter if the needleovershoots when it approaches center from anoffset or if it tends to hang to one side of center.This will tend to happen when approachingcenter from either side. It shows that a smallamount of electrical signal to the valve doesn’thave enough physical power to overcome theresistance of the sticky valve.

Note: The servo valve being out of adjustmentwill also cause the needle to hang to one side ofcenter during operation. The adjustment of theservo valve usually does not affect the ability ofthe system to hold grade during automaticoperation.

2. Other causes may be loose stringline, incorrecttension on the sensor hub spring or thesensitivity is set too low on the amplifier. Referto the proper chapter for adjustment procedures.

TB1

1

2

3

4

5

6

STATUS

POWER

Network ControllerPanel Connections

Power

Limp

Counter

SignalInput

VibratorSignal

CAN

J3

Power and GroundSee Miscellaneous

Electrical

Power and GroundSee Miscellaneous

Electrical

To Vibrator Override Switch

See MiscellaneousElectrical

Micro CounterSwitch(MS)

12 3

4

1

2

3

4

TB6

1

2

3

4

5

6

TB5

BD 16C

TB 6-3

BD 16A

BD 11C

BD 11B

BD 11A

GRD

BD 10A

BD 10B

TB 5-1TB 5-3TB 5-5

TB 6-3TB 6-1

Ground Screw(GRD)

Junction Box

1

2

3

4

5

6

TB3

BD 20C

TB 6-3

BD 20A BD 2ABD 7A

BD 2CBD 7CBD21A

BD 21C

6200 Network Electrical System

Slope Sensor

Left FrontGrade SensorLeft Front

Steer Sensor

A

B

CD

E

F

Left RearGrade Sensor

Left RearSteer Sensor

A

B

C

D

E

F

G

H

I

J

K

L

M

N

P

R

S

T

U

V

W

X

STATUS

POWER

A

B

CD

E

F

A

B

CD

E

F

LeftRear

Grade

RightGrade

Steer LeftFrontGrade

A

B

CD

E

F

Connection forRight Grade

Sensor Option

033-3362.eps

BD 1ABD 4ABD 9ABD 12A

BD 1CBD 4CBD 9CBD 12CBD17C

A

B

C D

E

F

A

B

C D

E

FA

B

CD

E

F

A

B

CD

E

FA

B

CD

E

F

BD 17NBD 21N

BD 17MBD 21M

BD 17OBD 21O

BD 17LBD 21L

TB 1-4TB 3-4

TB 6-4BD 17PBD 21P

TB 3-1BD 20GTB 3-4

TB 3-1BD 20DTB 3-4

Travel MicroSwitch4

3

2

1

8

7

6

5

NO

NC

A >B >C >D >E >F >

BD7

A >B >C >D >E >F >

BD2

A >B >C >D >E >F >G >H >I >J >

A<

B<

C<

D<

E<

F<

G<

H<

I<

J<

BD 16LBD 16MBD 20LBD 20MBD 20JBD 20KBD 16JBD 16K

A<

B<

C<

D<

E<

F<

BD1

A<

B<

C<

D<

E<

F<

BD9

A<

B<

C<

D<

E<

F<

BD12

A<

B<

C<

D<

E<

F<

BD4

TB 1-1BD16-DTB 1-4

TB 1-1BD16-ETB 1-4

A<

B<

C<

D<

E<

BD10

A<

B<

C<

D<

E<

F<

G<

H<

I<

J<

K<

L<

M<

N<

P<

R<

S<

T<

U<

V< W

< X

<

BD16

A >B >C >D >E >F >G >H >I >J >K >L >M >N >P >R >S >T >U >V >W >X >

BD20

TB 3-1

TB 3-6BD 2B

BD 7B

BD 14EBD 14FBD 14CBD 14D

TB 3-5

TB 3-6

TB 5-5TB 5-1TB 6-1TB 5-3GRD

BD14

A >B >C >D >E >F >G >H >I >J >K >L >M >N >O >P >

BD21

A<

B<

C<

D<

E<

F<

G<

H<

I<

J<

K<

L<

M<

N<

O<

P<

BD17 TB 1-6

TB 5-5TB 5-1TB 6-1TB 5-3GRD

TB 1-1BD 9BTB 1-6BD 1BBD 4B

BD 12B

BD 14GBD 14HBD 14ABD 14B

TB 1-2BD 16BTB 1-5

TB 1-2BD 16GTB 1-5

J7A

< B

< C

< D

< E

< F

<

A<

B<

C<

D<

E<

F<

J5

A<

B<

C<

D<

E<

J2

J4

J3

J6 A<

B<

C<

D<

E<

F<

G<

H<

I<

J<

BD11

A<

B<

C<

D<

A

B

C D

E

FA

B

CD

E

F

11a Network Electrical Drawing

5-30

Commander II

5-31Network 06/02/04

11 Network Steer and Grade Electrical Diagnostics

The grade control systems are responsible formaintaining the correct elevation on the left side of themachine frame. Each grade system consists of asensor and a control loop on a S2X controller which isnetworked to the other S2X controller on the machine,including the control box. The side of the machinecontrolled by the grade sensors is determined by thelocation the sensors are plugged into and by the setupparameters determined by the machine's operator. Toset the parameters, the operator must depress theCALIB switch under the service panel of the maincontrol box. Depressing and releasing the NEXTswitch will select the elevation mode on the maincontrol module display. The elevation mode is used todesignate the type of sensor control the machine willbe using for a particular job situation. Depressing andreleasing the +/- switches will scroll through theelevation mode settings available (left grade/rightslope and dual grade). The appropriate setting isselected when it is displayed.

The slope control system is responsible formaintaining the correct elevation on the right side ofthe machine frame. The slope system consists of aslope sensor and a control loop on a S2X controllerwhich is networked to the other S2X controller on themachine, including the control box. The side of themachine controlled by the slope sensor is opposite ofthe side that the grade sensors are plugged into and isdetermined by the setup parameters.

The steer control system is responsible for maintainingthe correct distance between the finished product andthe guideline. The steering system consists of aforward steer and a reverse steer sensor, a servovalve and a control loop on a S2X controller which isnetworked to the other S2X controller on the machine,including the control box. The left side of the machinewill be controlled by the steer sensors.

Grade or Dual Grade Operation: When the systemis being operated with grade control on the left side orwith grade control on both sides (dual grade), theoperation of all grade systems is identical. The mainpanel display must be in the “run” mode to operate thegrade control circuit in the automatic mode. From theindividual S2X controllers, common power (+5 volts) issupplied to the appropriate sensors through pin “A”and a ground is supplied through pin “C” in theappropriate bulkhead plugs. The sensor has a wandattached to its’ shaft, which is held against theguideline by spring tension. As the machine framemoves up or down, in relation to the guideline, thewand causes the sensor shaft to rotate. As the shaft

rotates, a corrective signal is sent to the correspondingS2X control loop. The sensor works within a voltagerange of 1.2 volts to 3.8 volts. With the sensor in thecenter position, a 2.5 volt signal (center) is sent to theS2X through pin “B” in the bulkhead plug. When thesensor wand position, in the Calibrate display, isselected as "push" and the sensor wand is rotatedupward, the voltage signal to the S2X will decrease(from 2.5 volts), indicating that the machine must goup. As the sensor wand is rotated downward, thevoltage signal to the S2X will increase (from 2.5 volts),indicating that the machine must go down.

When the sensor wand position, in the Calibratedisplay, is selected as "pull" and the sensor wand isrotated upward, the voltage signal to the S2X willincrease (from 2.5 volts), indicating that the machinemust go up. As the sensor wand is rotated downward,the voltage signal to the S2X will decrease (from 2.5volts), indicating that the machine must go down.

The normal working range of the sensor (1.2 volts to3.8 volts) is reduced to approximately 1.5 volts to 3.5volts for diagnostic purposes. If the sensor outputvoltage should read between 1.2 volts to 1.5 volts, orbetween 3.5 volts to 3.8 volts, it will cause the “offstringline” feature to activate. When the “off stringline”feature is activated, the drive to the correspondingservo valve is shut down and the servo valve spoolreturns to center, holding the machine elevation inposition when the feature was activated. The systemcan still be operated with the jog switches.

Slope Operation: The slope sensor mounted nearthe center of the frame (in the battery box), will controlthe right side of the machine. The main panel displaymust be in the “run” mode to operate the slope controlcircuit in the automatic mode. From the right S2Xcontroller, power (+5 volts) is supplied to the slopesensor through pin “A” and a ground is suppliedthrough pin “C” in the appropriate bulkhead plug. Theshaft in the center of the slope sensor is heldstationary by a pendulum weight. As the gradecontrolled side of the machine moves up or down, theslope sensor rotates as the machine tilts. As thesensor rotates, a corrective signal is sent to thecorresponding S2X control loop. The sensor works ona voltage range of 0.75 volts to 4.25 volts. With thesensor in the center position (machine frame level), a2.5 volt signal (center) is sent to the S2X through pin“B” in the appropriate bulkhead plug. As the sensor isrotated clockwise (viewed from the rear), the voltagesignal to the S2X will decrease (from 2.5 volts),indicating that the right side of the machine must goup. As the sensor is rotated counterclockwise, thevoltage signal to the S2X will increase (from 2.5 volts),

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indicating that the right side of the machine must godown.

The slope setpoint switches are connected to theslope control loop to provide a means of adjusting thecross slope of the machine frame. With the slopesetting at “0.0%” slope, a signal is sent to the slopecontrol loop, indicating that the machine frame must belevel. The control loop receives a signal from theslope sensor indicating the level of the machine frame.If the signal from the slope sensor does not match theslope setting signal, the appropriate S2X control loopsends a corrective signal to the proper servo valve,causing the slope controlled side of the machine toraise or lower until the slope sensor signal matchesthe slope setting signal in the control loop. Themachine frame should be level, from side to side, atthis point. If the slope setting is adjusted to 2% ofslope (or to what is necessary), a signal is sent to theslope control loop indicating a change is required. Thecontrol loop receives a signal from the slope sensorand if it does not match the slope setting signal, theS2X control loop sends a signal to the servo valve toraise or lower the slope side of the machine until thetwo signals match. The frame should now be at thedesired 2% (or what is necessary) of slope.

The steering control system is responsible formaintaining the correct distance between the finishedproduct and the guideline. The automatic steeringsystem consists of a sensor on the front for forwardsteering, a sensor on the rear for reverse steering, aservo valve and a control loop on a S2X controllerwhich is networked to the other S2X controllers on themachine, including the control box. A forward/reversesteer switch, an auto/manual switch and a manualsteer dial are located on the control box. The outputdrive to the steering servo valve is supplied from thecontroller inside of the control box. The steeringsensors can be plugged into either side of themachine.

The output signal to the steering servo valve is turnedon and off by the position of the travel micro switchlocated under the travel variable control lever on thecontrol console. When the travel micro switch buttonis depressed, the valve drive signal is turned off andthe servo valve spool returns to center. This is doneso that if the sensor wand is moved, or the manualsteer dial is turned, with the machine stopped, theservo valve spool will not shift. If the servo valve spoolwere to shift with the machine stopped, pressure oilwould be added to one track, causing it to turn, movingthe machine. When the micro switch button isreleased, the system returns to normal operation.

Automatic Steer Operation

When the auto/manual steer switch is in the “auto”position, the front or rear steering sensor is used tosteer the machine. The main control module must bein the “run” mode to operate the steering controlcircuits in the manual or the automatic mode. Fromthe front S2X controller, power (+5 volts) is supplied tothe front steer sensor (on either sides) through pin “A”and a ground is supplied through pin “C” in theappropriate bulkhead plugs. From the rear S2Xcontroller, power (+5 volts) is supplied to the rear steersensor (on either side) through pin “A” and a ground issupplied through pin “C” in the appropriate bulkheadplugs. 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 tothe guideline, the wand causes the sensor shaft torotate. As the shaft rotates, a corrective signal is sentto the corresponding control loop. The steering sensorworks within a voltage range of 1.2 volts to 3.8 volts.With the sensor in the center position, a 2.50 voltsignal (center) is sent to the control loop through pin“B” in the bulkhead plug.

When the “lead” mode is selected (steering sensorlead/trail selection in the calibrate mode) and thesensor wand is rotated left, the voltage signal to theS2X will decrease (from 2.50 volts), indicating that themachine must turn left. As the sensor wand is rotatedright, the voltage signal to the S2X will increase (from2.50 volts), indicating that the machine must turn right.When the “trail” mode is selected (steering sensorlead/trail selection in the calibrate mode) and thesensor wand is rotated left, the voltage signal to theS2X will increase (from 2.50 volts), indicating that themachine must turn left. As the sensor wand is rotatedright, the voltage signal to the S2X will decrease (from2.50 volts), indicating that the machine must turn right.

Note: The off stringline diagnostic display will notaffect steering operation of the machine.

The main control module must be in the “run” modeand the auto/manual switch must be in the “auto”position to operate the steering control circuit in theautomatic mode.

When the forward/reverse switch is placed in the“forward” position, the steering sensor connected tothe front steer bulkhead will be activated to control thesteering of the machine. The sensor connected to therear steer bulkhead will be turned off. When theforward/reverse switch is placed in the “reverse”position, the steering sensor connected to the rearsteer bulkhead will be turned on to control the steering

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of the machine. The sensor connected to the frontsteer bulkhead will be turned off.

033-3346

STEER SENS jog to adjust Steer Gain = 10

Steering sensor sensitivity display033-3346

When the steering system is operating in theautomatic mode, the network system measures theamount and direction of the signal from the sensor andconveys a corrective signal to the servo valve. Theamount of servo valve spool movement is in proportionto the amount of corrective signal. The sensitivitysetting for the control loop will change the amount ofvalve spool movement in relation to the amount ofsensor movement. For example, with the sensitivityadjustment set with five (5) indicators showing, movingthe sensor off electrical center 0.1 volt in eitherdirection, will cause an approximate 1.0 volt signal tothe servo valve in the corresponding direction.However, with the sensitivity adjustment set withfifteen (15) indicators showing, moving the sensor offelectrical center 0.1 volt in either direction, will causean approximate 2.5 volt signal to the servo valve in thecorresponding direction. The more voltage that theservo valve receives, the faster the system willrespond. The sensitivity has no affect on the manualoperation of the system.

033-3344

S: STEER VALVE << ---- >>

Steer valve drive %033-3344

When the NEXT switch is depressed a sufficientnumber of times, the display will show the percentageof drive signal to the steering servo valve in eithermanual, or automatic. The main control module mustbe in the “run” mode for the display to appear. If theforward/reverse switch is in the “forward” position, thedisplay will be positive (+). If the switch is in the“reverse” position, the display will be negative (-). Withthe machine moving, two arrows pointing in eachdirection will indicate that a steering correction is notrequired. If a steering correction is required, twoarrows will point in the corresponding direction and thepercentage of valve drive in that direction will bedisplayed. If the micro switch button is depressed, or if

the main control module is in “standby”, the valve driveis not activated. The display will show two arrowspointing in each direction to indicate the valve drive isnot active.

When the servo valve receives a corrective signal fromthe control loop, the spool in the servo valve will shift.The amount of servo valve spool movement willdepend on the amount of corrective signal from thesensor and the sensitivity setting. When the spoolshifts, pressure oil is routed to one track drive motor,causing its’ speed to increase, and oil is allowed todrain back to the reservoir from the opposite track,causing its’ speed to decrease. This will cause themachine to turn in the appropriate direction. The morethe valve spool is shifted, the faster the machine willturn.

When the necessary correction has been made, thesensor signal is electrically centered, or “nulled” and asignal is sent to the control loop indicating thecorrection has been made. The control loop signalsthe servo valve, which causes the spool to shift to thecenter position, causing the machine to travel straightahead. If the necessary correction is not made, themachine will continue to turn while the machine is inmotion.

Manual Steer Operation

When the auto/manual steer switch is in the “manual”position, the manual steer dial on the control panel isused to steer the machine. The main control modulemust be in the “run” mode to steer the machine in themanual mode. With the manual steer control dial inthe center position, a 2.50 volt signal is sent to thenetwork control, causing the machine to travel straight.To turn the machine slowly to the right, the steercontrol dial is slightly turned to the right from center,increasing the voltage signal (from 2.50 volts) to thenetwork. The servo valve spool will move slightly,causing the right track speed to decrease slightly andthe left track speed to increase slightly. To turn themachine slowly to the left, the steer control dial isslightly turned to the left from center, decreasing thevoltage signal (from 2.50 volts) to the network. Theservo valve spool will move slightly, causing the lefttrack speed to decrease slightly and the right trackspeed to increase slightly. The more the manual steerdial is turned left, or right from center, the faster themachine will turn in the corresponding direction. Thesensitivity setting for steering has no affect on themanual steering operation.

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033-3335


Steer sensor test reading033-3335

When the test switch is depressed, the main controlmodule display will indicate the test mode has beenentered and that depressing the LAST or NEXTswitches will scroll through the test displays. The maincontrol module display will change to reflect thevoltage from the various sensors, or output voltage tothe various servo valves. With the sensor voltagedisplayed, the reading will vary around a centeredvoltage reading of 2.50 volts as the steering sensorwand is moved, or the manual steer dial is rotated.With the steering servo valve drive output voltagesdisplayed, the readings will vary from 0.0 to ± 4.10volts as the sensor is moved, or the manual steer dialis rotated. The following table indicates the normalvoltage range of each circuit displayed in the testmode:

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) readingwill show approximately “0.00V”. To exit the testmode, depress the test switch under the service panel.The system will return to the normal operating display.

Notice: To prevent damage to the network controlsystem, a grounding strap should be connectedbetween the machine frame and the personworking on the system.

The distance counter micro switch is used to measuretraveled distance. It is mounted on a wheel that runson the top of one of the tracks. When the distancemode is set for “English”, the system will add one footof distance each time the micro switch is activated. Ifthe mode is set for “Metric”, the unit will count onemeter of distance for 3 activations of the micro switch,one meter for 3 activations, then one meter for 4activations (10 activations equal 3 meters; i.e. 3,3,4-3,3,4-etc.). When the vibrator override switch isplaced in the “off” position, a signal is sent to thenetwork panel to cease distance counting. When the

tamper bar off/auto switch is placed in the “auto”position, the counter will resume distance counting.

Deviation meters033-3217

The deviation meter needle on the control loop willindicate the amount and direction of the signal fromthe sensor. When the needle is centered, it indicatesthat no correction is necessary to the system. Whenthe needle is off center, it indicates a correction isrequired and it will remain off center until thenecessary correction is made. The more the needlegoes off center, the faster the system will respond. Ifthe necessary correction is not made, the machine willcontinue to react until the cylinder is completelyextended or retracted or until the "off stringline" featureis activated. When a jog switch is used for manualcontrol, the servo valve spool shifts the full amountand remains there until the switch is released andallowed to return to center. The jog switches will notaffect the deviation meter. From the control loop, thecorrective signal is sent out to the corresponding servovalve.

Symptom:

The main display panel or one of the individual meterdisplays is fogged under the screen.

Corrective measures:

Meter replacement001-2654

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Although this does not hinder the operation of thenetwork system, the display should be replaced toprevent moisture from entering the control box. Toreplace the display, remove the screws from the frontface of the defective display unit. Carefully pry thedisplay from the front panel. Carefully peel the siliconefrom the connections on the back of the display anddisconnect the wiring. Reconnect the wiring to thenew display and seal the connections with clearsilicone. Apply a thin bead of silicone around theperimeter of the display seal and insert in the controlbox opening. Replace and tighten the display panelretaining screws with 8 in/lbs of torque.

Symptom:

One or all of the switches in a switch package doesnot operate.


Depress the service switch under the service panel.Depress the NEXT/LAST switches to scroll to theswitch test mode. Depress the defective switches. If aswitch is activated and no function is displayed, theswitch may be defective. Open the control panel andcheck for any pinched wiring to the switch package. Ifno pinched wiring is visible, the switch package isdefective and must be replaced.

To replace the switch package, remove the screwsfrom the front face of the control panel. Carefullyremove the control panel from the front face of thecontrol box and disconnect the wiring from the rear ofthe defective switch package. Using a flat blade screwdriver, place the screwdriver in the hole behind theswitch package to be removed. Strike forcefully todislodge the switch package from the control panel.Peel the protective backing from the rear of the newswitch package and press the switch package firmlyinto position. Connect the wiring to the switchpackage and carefully place the control panel on thefront of the control box, being careful not to pinch anywiring. Replace and tighten the control panel retainingscrews securely.

Symptom:

360318

LF GRADE OFF STRINGLINE= 1.29V RANGE=1.5-3.5V

"Grade Off Stringline" is displayed on the main paneldisplay.


Determine which sensor is affected by the followingabbreviations preceding the display message: LF (LeftFront), RF (Right Front) or LR (Left Rear).

Grade sensor wand is off the stringline. Place thewand under the stringline. If the wand is within the 1.5to 3.5 volt operating range, the sensor will center themachine at 2.5 volts. When the sensor voltagereading is between 1.2 to 1.5 volts or 3.5 to 3.8 volts,the off stringline message is displayed and the networkcontroller will not send a servo valve drive signal to theappropriate servo valve.

Symptom:

360317

LF GRADE OUT OF RANGE= 0.09V RANGE=1.2-3.8V

Steer or Grade “Out of Range" is displayed on themain panel display.


Determine which sensor is affected by the followingabbreviations preceding the display message: LF (LeftFront), RF (Right Front) or LR (Left Rear).

1. Sensor not connected. If the appropriate sensoris not connected when the system is placed inthe automatic mode, the display “Out of Range”for the corresponding system will appear on themain control module display. Connect thesensor to the appropriate bulkhead plug.

2. Defective sensor. If the sensor is connectedand the display “Out of Range” for thecorresponding system is displayed on the maincontrol module display, the sensor may bedefective. Disconnect the cord from the sensor

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and connect it to a different sensor. If thesystem will now operate, the sensor is defectiveand must be replaced.

3. Defective sensor cable. If the system will notwork after swapping the sensor, suspect thecable between the sensor and the bulkheadplug. Swap the cable between the sensor andthe bulkhead plug with the cable from anothersensor. If the system will work, the cable isdefective and must be repaired or replaced.

If the system will not work after swapping thecoil cable, disconnect the sensor frame cablefrom the rear of the junction box and connect thesensor and coil cable directly into the junctionbox. If the sensor will work, repair or replace thesensor frame cable.

4. Defective wiring inside the junction box.Disconnect the appropriate 22 pin input/outputplug (No. 16 or No. 20) from the rear of thejunction box. Test the continuity of the wiring bychecking from the pins in the plug to the pins inthe sensor bulkhead plug on the rear of thejunction box following the list that follows.

If the problem is with the left front grade, checkthe 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 theconnections 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, checkthe 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 theconnections from the left S2X as follows:

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 theconnections 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 fromany pin to ground with the plug disconnectedfrom the rear of the junction box. If the readingsare incorrect, it may be caused by faulty wiringin the junction box. Open the junction box andtighten all screws on the terminal bars securely.Recheck the readings as previously described.If the wiring is still defective, repair or replacethe wiring as necessary.

6. Defective wiring between the junction box andthe S2X. Swap the 22 pin cable (No. 16 or No.20) between the junction box and the S2X with acable from the other S2X. If the S2X nowresponds, repair or replace the cable.

18 and 30 pin packard connectors360369

7. Defective S2X. Turn the ignition key off.Disconnect the appropriate 30 pin packard towerconnector (cables No. 16 or No. 20) from theS2X controller. Disconnect the appropriate 18pin packard tower connector (cables No. 17 orNo. 21) from the S2X controllers. Swap the leftand right S2X controllers and reconnect thepackard tower connectors. Restart the networkcontroller. If the display indicates that the

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problem still exists in the same system the S2Xis good and the wiring is defective. Refer to theprevious corrective measures to eliminate theproblem. If the display indicates the problemhas switched to a different system, replace theS2X controller.

Note: Early network controller systems wereequipped with a DC2 distinguished by a blue outercase versus the black outer case of a S2Xcontroller. A limp cable is installed on the earlymachines and is not compatible with the S2Xcontrollers . The machine may be operatedtemporarily with the limp cable installed until areplacement DC2 is available. Refer to chapter 2for limp cable installation information. Thenetwork controller will display "DC2 notresponding" when the limp cable is installed as areminder to replace the defective unit. Operationwill not be affected while this fault is displayed.

Symptom:

360319


"Sensor Power Failure" is displayed on the main paneldisplay.

Corrective Measures:

If the sensor supply voltage drops below 4.75 volts orincreases above 5.25 volts the "Sensor Power Failure"display will appear on the main panel display. A powershort to ground can cause the power supply to dropbelow 4.75 volts. Common power is supplied to eachof the sensors from the corresponding S2X controller.It will be necessary to locate the shorted sensor orcable as follows.

To quickly determine the location of the power short,disconnect all sensor cables from rear of the junctionbox. If the display indicates that all sensors are “Outof Range” and the “Sensor Power Failure” display isno longer indicated, the short is in one of thedisconnected sensors or cables.

If the “Sensor Power Failure” display remains,disconnect the 30 pin packard tower connector fromthe S2X controller. If the “Sensor Power Failure”display remains, replace the S2X controller. If not,repair or replace the junction box wiring.

Reconnect each sensor cable to the junction box andview the display after each is connected. When thedisplay “Sensor Power Failure” returns, the short islocated in the sensor or cables last connected.Reconnect any remaining cables to the junction box.

Disconnect the sensor coil cable at the bulkheadconnector for the sensor frame cable on the defectivesystem. Recheck the display. If “Sensor PowerFailure” display remains, replace the frame cable. Ifnot, reconnect the sensor coil cable at the framebulkhead and disconnect the coil cable from thesensor. If “Sensor Power Failure” display remains,replace the sensor coil cable. If not, replace thesensor.

Symptom:

360321

LF ELEV SERVO SHORTVALID RANGE = 5-25 ohms

"Servo Open" or "Servo Short" is displayed on themain panel display. No manual or automatic operationof servo valve.


Determine which servo is affected by the followingabbreviations preceding the display message: Steer,LF (Left Front), RF (Right Front) or LR (Left Rear).

Isolate the problem, hydraulic versus electrical. Thegrade and steer servos are equipped with a manualoverride lever on the valve cover. Move the overridelever both directions from center. If the machine doesnot respond to the override lever, the problem is in thehydraulic system. Refer to Grade Hydraulic Systemdiagnostics for procedures to follow. Depress one ofthe jog switches on the control loop of the affectedsystem. If the message “Servo Open”, or “ServoShort” appears on the main display panel, it is anindication of a bad coil on the servo valve, defectivewiring between the control box and the valve, ordefective wiring or components inside of the junctionbox. Proceed as follows.

1. Depress the Service Switch under the Servicepanel and depress the NEXT/LAST switchesuntil the main display shows "switch test".Depress the appropriate switches for thedefective system. If the appropriate indicationfor the switch is shown on the main display

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panel, the switches are working. If not, replacethe switches by removing the attaching screwsfrom the front cover of the main control panel.Very carefully remove the front cover whilepreventing the cover from sliding downward ontothe wiring connections for the service panelswitches. Disconnect the wiring connection fromthe rear of the defective switch package. Usinga screw driver, insert the blade of thescrewdriver in the access hole behind thedefective switch package. Strike forcefully,being careful not to damage the surroundingcontrols, to disengage the glued surface of theswitch package from the front cover.

Note: When ordering a new switch package,make certain that the decals on the switchpackage is correct for the placement position inthe main control panel.

Remove the protective backing from the rear ofthe switch package to expose the glue sealer.Insert the new switch package into the front ofthe control box panel and firmly press into place.Reconnect the wiring plug to the rear of the newswitch package. Carefully place the front coverback into position, making certain that none ofthe wiring is caught between the front cover andthe control box. Insert and tighten the attachingscrews securely.

2. Bad coil in the servo valve. Disconnect theleads from the suspected servo valve andconnect them to one of the other servo valves.Depress the jog switch for the suspected systemand observe the message on the main paneldisplay. If the system operates and themessage “Elevation Servo Open, or Short” doesnot appear, the valve coil is defective. The valvecoil can be checked with an ohms meter. Checkat the valve terminals (with the leadsdisconnected) for 15.5 ohms on the primary coiland 19.5 ohms on the secondary coil. Todetermine which coil is which, look at the pointwhere the wires exit the valve (manual overridelever up). The wires on the right are for theprimary coil and the wires on the left are for thesecondary coil. If the resistance readings areincorrect, the servo valve must be replaced.

Note: The leads for automatic grade controlconnected to the primary coil may be connected tothe secondary coil to continue operation.

Notice: In October 1995, the GOMACOEngineering Department changed the primary coilfrom the 19.5 ohm coil to the 15.5 ohm coil.

3. Defective wiring between the bulkhead plug onthe rear of the junction box and the connectorson the servo valve. Disconnect the bulkheadplug (plug No. 14) from the rear of the junctionbox and check the continuity of the wiringbetween the plug and the grade servos followingthe list that follows. Repair or replace the wiringas 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/outputplug (No. 16 or No. 20) from the rear of thejunction box. Test the continuity of the wiring bychecking from the pins in the 22 pin plug to thepins in the bulkhead plug No. 14 on the rear ofthe junction box following the list that follows.

If the problem is with the left front grade, checkthe connections as follows:

BD16 pin L .................... BD14 pin A

BD16 pin M................... BD14 pin B

If the problem is with the right grade, check theconnections as follows:

BD16 pin J .................... BD14 pin G

BD16 pin k .................... BD14 pin H

If the problem is with the left rear grade, checkthe connections as follows:

BD20 pin J .................... BD14 pin E

BD20 pin K ................... BD14 pin F

If the problem is with the steer, check theconnections as follows:

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BD20 pin L .................... BD14 pin C

BD20 pin M................... BD14 pin D

Continuity should not exist between any of thepins, or from any pin to ground with the plugdisconnected from the rear of the junction box.If the readings are incorrect, repair or replacethe faulty wiring in the junction box

5. Defective wiring between the junction box andthe S2X. Swap the suspect 22 pin cable (No. 16or No. 20) between the junction box and the S2Xwith a cable from another S2X. If the S2X nowresponds, repair or replace the cable.

6. Defective S2X. Turn the ignition key off.Disconnect the appropriate 30 pin packard towerconnector (cables No. 16 or No. 20) from theS2X controller. Disconnect the appropriate 18pin packard tower connector (cables No. 17 orNo. 21) from the S2X controllers. Swap the leftand right S2X controllers and reconnect thepackard tower connectors. Restart the networkcontroller. If the display indicates that theproblem still exists in the same system the S2Xis good and the wiring is defective. Refer to theprevious corrective measures to eliminate theproblem. If the display indicates the problemhas switched to a different system, replace theS2X controller.


Symptom:

No Automatic Operation.


Determine if the problem affects both the manualcontrol as well as the automatic control by checkingthe operation of the system in the “manual” mode. Ifthe system will not respond in the manual mode, refer

to the preceding symptom. If the system will respondin manual, but not in automatic, proceed as follows.

1. Control loop in the “manual” mode. Place theloop in the “auto” mode by depressing the A/Mswitch.

2. Main control module display in “standby”.Depress the run/standby switch to place thedisplay in the “run” mode.

3. The elevation mode is not selected properly forthe current sensor setup of the machine.Depress the CALIB (calibrate) switch under theservice panel. Depress the NEXT/LASTswitches until the elevation mode is selected onthe main control module display. Select theappropriate mode for the current setupconfiguration of the sensors (L Grade/R Slope, LSlope/R Grade, L Steer/Dual Grade or DualGrade/R Steer).

Symptom:

360320

LF BATTERY POWER FAILUREVALID RANGE = 9.0-16.0V

"Battery Power Failure" is displayed on the main paneldisplay.


Disconnect Bulkhead plug No. 10 from the rear of thejunction box and check for +12 volts between pins Aand B in the plug. If +12 volts is not present, Refer toTroubleshooting the Miscellaneous Electrical Systems.

1. If +12 volts are present in plug No. 10, reconnectthe plug to the rear of the junction box.Disconnect the following bulkhead plugs andcheck for +12 volts between the bulkhead pinslisted. Pin N is +12 volts and Pin P is Groundprovided 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 thedefective wiring inside the junction box.

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2. Defective wiring between the junction box andthe S2X. Swap the 16 pin cable (No. 17 or No.21) between the junction box and the S2X with acable from another S2X. If the S2X nowresponds, repair or replace the cable.



Symptom:

033-3348

BATTERY VOLTAGE FAILURE = 6.88V RANGE= 9.0-16.0V

"Battery Power Failure" is displayed on the main paneldisplay.


Disconnect Bulkhead plug J2 from the rear of thenetwork control box and check for +12 volts betweenpins A and B in the plug. If +12 volts is not present,Refer to Troubleshooting the Miscellaneous ElectricalSystems.

If +12 volts are present, repair or replace the networkcontrol box.

Symptom:

"Panel Sensor Pwr Failure" is displayed on the mainpanel display.


This problem refers to the power being provided to themanual steer dial on the main control panel and tobulkhead J3 (Limp cable) for operation of sensorswhen the limp cable is in use (connected in place of adefective DC2). Open the front cover of the controlpanel and check the wiring connected to the rear ofthe steer dial with a volt meter. Turn the ignition keyon. If 5 volts is not present between the red and blackwires, the DC2 is defective. Repair or replace thecontrol box.

Symptom:

360323

LF DC2 NOT RESPONDING

"DC2 Not Responding" is displayed on the main paneldisplay.


If a DC2 or S2X controller fails to operate, determinewhich system is affected by the following abbreviationspreceding the display message: LT (Left) or RT(Right).

1. No power provided to the S2X. Refer to thepreceding symptom "Battery Power Failure" fortroubleshooting procedures.

2. Defective wiring between the junction box andthe S2X. Swap the 16 pin cable (No. 17 or No.21) between the junction box and the S2X with acable from another S2X. If the S2X nowresponds, the cable is defective and must berepaired or replaced.

3. Defective wiring in the junction box. Disconnectbulkhead plug No. 11 from the rear of thejunction box. Disconnect the appropriate 16 pinplug (No. 17 or No. 21) for the defective system.Check continuity in the appropriate wiring asfollows:

Commander II

5-41Network 06/02/04

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, orfrom any pin to ground with the plug disconnectedfrom the rear of the junction box. Open the junctionbox and tighten all screws on the terminal barssecurely. Recheck the readings as previouslydescribed. If the wiring is still defective, repair orreplace the wiring as necessary.



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4-42Network 06/02/04

12 Emergency Stop Electrical Diagnostics

Right E-StopBulkhead

Left E-StopBulkhead

A >B >C >D >

A<

B<

C<

D<

A >B >C >D >

A<

B<

C<

D<

1–––

2–––

2–––

1–––

Left E-StopButton

Right E-stopButton

1–––

2–––

Console E-StopButton

3465

1–––

8–––E-Stop

Relay K1

27 54

Ω

1B

2B

3B

4B

5B

6B

1A

2A

3A

4A

5A

6A

B2

B3

Trimmeremergency

stop solenoidcoil

Conveyoremergency

stop solenoidcoil

Vibratoremergency

stop solenoidcoil

E-stop ResetSwitch

E-stop Lamp

2–––

1–––

Emergency Stop Electrical System

Terminal Bar

033-3363.eps

See Engine Electrical Schematicfor more information

Trackemergency

stop solenoidcoil

A B15AMiscellaneous Circuit

Breaker 2

To Vibrator Override Switch

1 8 72

4 5 63K1 relay baseterminal location

The emergency stop electrical system is responsiblefor stopping the operation of the major hydraulicsystems (vibrator, conveyor, trimmer and tracks).When an emergency stop button is depressed, allhydraulic systems will cease operation. The systemmust be energized before operation of the hydraulicsystems is possible.

Power for the emergency stop system is supplied fromthe ignition switch to the miscellaneous circuit breaker.With the ignition switch turned “on”, power is routedfrom the circuit breaker to terminals 1 and 8 on theemergency stop relay (K1) and to terminal 2 on theemergency stop reset switch.

Upon initial start up of the engine, the e-stop lamp willbe illuminated. Power is supplied to the lamp frome-stop relay K1 inside the control box. When the relayis de-energized, terminals 1 and 4 are connectedwhich supplies power to the lamp. When the lamp isilluminated, the e-stop solenoid coil on each reliefmanifold is de-energized. Since the e-stop solenoidvalve is normally open the hydraulic oil for the trimmer,track and vibrator systems will dump to tank throughthe vented relief valves at low pressure.

When the reset switch is depressed, power (+12 volts)is routed through the reset switch to the terminal barwhere it is routed to terminal 2 on the consoleemergency stop button. With the button pulled out,contact is made between terminal 1 and 2 and poweris routed back to the terminal bar.

From the terminal bar, power is routed through pin A inbulkhead B2 to terminal 1 on the right e-stop button.With the right e-stop button pulled out, contact is madebetween terminal 1 and 2 and power is routed throughpin B in bulkhead B2 to the terminal bar.

From the terminal bar, power is routed through pin B inbulkhead B3 to terminal 2 on the left e-stop button.With the left e-stop button pulled out, contact is madebetween terminal 1 and 2 and power is routed throughpin A in bulkhead B3 to the terminal bar.

From the terminal bar, power is routed to terminal 2 onthe e-stop relay (K1), causing it to energize. When therelay is energized the contact points change. Terminal1 is connected through the relay to terminal 3supplying power to the e-stop buttons so the e-stopreset switch may be released. Power is continuouslysupplied to the relay in this manner for continued

Commander II

5-43Network 06/02/04

operation of the hydraulic systems. Terminal 8 isconnected through the relay to terminal 6 supplyingpower to the vibrator, trimmer and track relief solenoidcoils. This causes the solenoid valves to close and thehydraulic systems are ready for operation.

If an emergency stop button is depressed duringoperation of the machine, the electrical circuit isbroken and the emergency stop relay is de-energized.The emergency stop lamp will illuminate and theemergency stop solenoid coils will de-energize,causing the trimmer, track and vibrator hydraulicsystems to cease operation.

Symptom:

Machine controls will not operate. Emergency stopreset light is illuminated.


1. Emergency stop system not reset. Depress theemergency stop reset switch to reset thesystem.

2. Emergency stop button depressed. Releaseeach depressed button to the out position beforedepressing the emergency stop reset switch.

Jumper wire on E-stop switch

3. Defective E-stop switch. If one of the E-stopswitches is defective, the system cannot bereset. Connect a jumper wire between theterminals on the console emergency stop button.Replace the console emergency stop button ifthe system can now be reset by depressing theemergency stop reset switch.

If the system does not reset, place a jumperbetween the terminals on the right emergencystop button. Replace the right emergency stopbutton if the system can now be reset bydepressing the emergency stop reset switch.

If the system does not reset, place a jumperbetween the terminals on the left emergencystop button. Replace the left emergency stopbutton if the system can now be reset bydepressing the emergency stop reset switch.

The buttons and cables may also be checked forcontinuity. Disconnect the cable from thebulkhead and check between pin A and pin Bwith a volt-ohm meter for continuity. If continuityis present, the button cable are good. Ifcontinuity is not present, place the jumper wirebetween the terminals on the button and test forcontinuity again. Replace the button if continuityis present in the cable. Replace the cable ifcontinuity is not present with the jumper wireinstalled.

4. Defective wiring to one of the emergency stopbuttons. Make certain that all screws on theterminal bar are securely tightened beforeproceeding.

The sequence of power supply is as follows: K1relay terminal 3 to pin 2 console stop button; pin1 console emergency stop button to pin A rightemergency stop button; pin B right emergencystop button to pin B left emergency stop button;pin A left emergency stop button to relay K1terminal 2.

Using a voltage meter or 12 volt test light,depress and hold the reset switch while testingthe wiring. Check for 12 volts on both terminalson the rear of the reset switch. Replace theswitch if 12 volts are present on the centerterminal but not on terminal 1.

While depressing the reset switch, check for 12volts on terminals 1 and 2 on the rear of theconsole emergency stop button with the buttonpulled out. Replace the wiring between thereset switch and the console emergency stopbutton if 12 volts are not present on eitherterminal. Replace the button if 12 volts arepresent on one terminal but not the other.

Disconnect the right emergency stop button atthe frame cable bulkhead. While depressing thereset switch, check for 12 volt power supply on

Commander II

5-44Network 06/02/04

pin A in the frame bulkhead. Replace the wiringbetween the bulkhead and the terminal bar if 12volts are not indicated on pin A in the bulkhead.Reconnect the button if tests are good.

Disconnect the left emergency stop button at theframe cable bulkhead. While depressing thereset switch, check for 12 volt power supply onpin B in the frame bulkhead. Replace the wiringbetween the bulkhead and the terminal bar if 12volts are not indicated on pin B in the bulkhead.

Swap K1 relay003-0019

5. Defective K1 relay coil. Swap the K1 relay withone known to be good. Depress the emergencystop reset switch. If the emergency stop resetlight will stop illuminating after swapping hasoccurred, replace the defective relay.

Symptom:

Machine controls will not operate. Emergency stoplamp is not illuminated.


Tripped miscellaneous circuit breaker caused by ashort circuit in the wiring. Refer to the engine electricalschematic for other electrical systems connected tothe miscellaneous circuit breaker. Disconnect thewires from the auxiliary side of the miscellaneouscircuit breaker. Check both sides of the circuit breakerfor 12 volts. If 12 bolts are present on the battery sideof the breaker, but not the auxiliary side, replace thecircuit breaker.

If 12 volts are present on both sides, reconnect thewires individually to the auxiliary terminal of the circuitbreaker. If the circuit breaker now trips, trace the

wiring to its electrical system. Disconnect the wiresfrom the relay or switch and check for 12 volts from thecircuit breaker. Repair or replace the wiring betweenthe circuit breaker and the relay or switch if the circuitbreaker trips. If not, reattach the wires exiting theswitch or relay. Replace the solenoid coil if the circuitbreaker trips.

Symptom:

One of the hydraulic systems does not operate whenthe emergency stop lamp is not illuminated.


1. Loose wiring. Make certain the wiring isconnected between the solenoid coil and theemergency stop relay K1. Also make certain theground connection for the relay coil is clean andfirmly connected to the machine frame.

2. Defective solenoid coil on the relief manifold.Check the solenoid coil for ohms of resistanceby removing the wires from the coil. The coilshould read approximately 8 ohms of resistance.

3. Defective pump. Refer to the appropriatetroubleshooting chapter for the defectivehydraulic system.

Co

mm

and

er II

4-45N

etwork 06/02/04

ColdHot

VibratorSolenoid

Coil

C NO

P

OilPressure

IS

L3

G

WaterTemperature

IS

L3

G

VoltMeter

IS

L3

G

Tachometer

IS

L2

G

Engine Oil

Sender

Temperature Sender

Oil PressureSwitch

Engine Electrical Schematic-Cummins 4BT Elite

Fuel Relay

ColdHot

StarterCoil

Starter Relay

Hold in Coil-RedPull in Coil-Wht

Ground-Blk

FuelStop

Actuator

StarterMotor

Battery

+

-

Alternator

ON

Master DisconnectSwitch

OFF

ABC

Engine Gauge Panel

Travel MicroSwitch

4

3

2

1

8

7

6

5

See Network Electrical Drawing for more

See Emergency Stop Electrical Drawing for more

See Network ElectricalDrawing for more


VibratorOverrideSwitch

23

1

56

4

ON

OFF

033-3364.eps

50

30

75

15

NO

NC

A B20AMain Circuit

Breaker 1

B A15AMiscellaneous Circuit

Breaker 2

B A10ANetwork Circuit

Breaker 3

AccOffRunStartIgnition

Switch

ColdHot

M

8Ω

G

Diode

Co

mm

and

er II

4-46N

etwork 06/02/04

ColdHot

VibratorSolenoid

Coil

C NO

P

OilPressure

IS

L3

G

WaterTemperature

IS

L3

G

VoltMeter

IS

L3

G

Tachometer

IS

L2

G

Engine Oil

Sender

Temperature Sender

Oil PressureSwitch

Engine Electrical Schematic-Cummins B4.5 Tier II

ColdHot

StarterSolenoid

Starter Relay

StarterMotor

Battery

+

-

Alternator

ON

Master DisconnectSwitch

OFF

Engine Gauge Panel

Travel MicroSwitch

4

3

2

1

8

7

6

5

See Network Electrical Drawing for more

See Emergency Stop Electrical Drawing for more



VibratorOverrideSwitch

23

1

56

4

ON

OFF

033-3410.eps

50

30

75

15

NO

NC

A B20AMain Circuit

Breaker 1

B A15AMiscellaneous Circuit

Breaker 2

B A10ANetwork Circuit

Breaker 3

AccOffRunStartIgnition

Switch

M

8Ω

G

Diode

Fuel StopSolenoid

Commander II

5-47Network 06/02/04

13 Troubleshooting the Engine Electrical System

The engine electrical circuits receive +12 volt powerfrom the "hot" starter post and is routed to the batteryside of the 20 amp main circuit breaker. The batteryalso supplies power to the hot terminals on the starterrelay and the fuel relay. The master disconnect switchmust be in the “on” position before power is availableto the electrical system.

Power is routed from the auxiliary side of the maincircuit breaker to the battery terminal on the ignitionswitch labeled “15”. When the ignition switch is in the“off” position, power is not provided to the electronicsystems on the machine. When the key is rotated tothe “start” position, power is routed from terminal “15”through the ignition switch to terminal “30” andterminal “50”.

From terminal “50” power is routed to terminal 7 in themicro switch. The micro switch acts as a safety startswitch and must be depressed to connect terminal 7and terminal 8. From terminal 8, power is routed toenergize the starter relay and the fuel relay coils,causing the engine to crank and activating the fuelstop actuator pull-in coil. From terminal “30” power isrouted to the miscellaneous circuit breaker as well asthe fuel stop actuator to energize the hold-in coil.When the pull-in coil and the hold-in coil areenergized, the fuel actuator is opened to allow fuelflow to the engine for operation.

When the ignition switch is returned to the “on”position, power supplied to the starter relay and fuelrelay is broken and the engine will no longer crank.Power continues to be supplied from terminal “30” tothe hold-in coil on the fuel stop actuator so the enginewill remain running. Power is supplied to the networkcontroller 10 amp circuit breaker from the auxiliaryterminal (terminal 75) of the ignition switch.

After starting the engine, power is supplied to the oilpressure switch by the alternator. When engine oilpressure is high enough to close the pressure switch,power is supplied to the engine gauges. Thealternator also charges the battery through aconnection at the “hot” terminal on the starter relay.

The vibrator override switch receives power onterminal 3 from the auxiliary side of the miscellaneous20 amp circuit breaker. Power is also supplied to theemergency stop electrical system form themiscellaneous circuit breaker (see Emergency StopElectrical Diagnostics for more information).

The vibrator system is controlled by the micro switchand the vibrator override switch. Power is routed fromterminal 3 on the override switch to terminal 3 on themicro switch. If the micro switch is not depressed,contact is broken between terminals 3 and 4. Sincethe vibrator variable manifold solenoid valve isnormally closed, the vibrators will operate. If the microswitch button is depressed, contact is made betweenterminals 3 and 4 routing power to terminal 1 of theoverride switch. If the vibrator override switch is in the“off” position, terminals 1 and 2 are connected andpower energizes the vibrator solenoid causing thevibrators to stop operation. With the vibrator overrideswitch is in the “on” position, the micro switch isbypassed. Terminals 2 and 3 are connected on thevibrator override switch and power energizes thevibrator solenoid, causing the vibrators to stopoperation.

Symptom

All electronic controls inoperative.

Corrective Measures

1. Battery discharged. Recharge as necessary.

30

7515

50

Rear View of Ignition SwitchRed

Blue

GreenBlack

Black

To fuel solenoidTo circuit breaker

To NetworkCircuit BreakerTo Micro

Switch

951324.eps

+12 volts

Terminals on ignition switch951324

2. Defective ignition switch. Connect a jumper wirebetween terminal “15” and terminal “30” on therear 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 notworking and power is not available to reset the system.A tripped miscellaneous 20 amp circuit breaker couldbe the cause of this symptom. Place the vibratoroverride switch in the “off” position and rotate the

Commander II

5-48Network 06/02/04

travel variable speed control valve away from themicro switch. Check both sides of the circuit breakerfor 12 volts. If 12 volts are not present on the batteryside, refer to the symptom, all electronic controlsinoperative. If 12 volts are present on the battery sideof the circuit breaker, but not on the auxiliary side,disconnect the wires from the auxiliary side andrecheck 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 circuitbreaker, proceed as follows.

1. Place the vibrator override switch in the “on”position. If the circuit breaker trips, the wiringbetween the override switch and the vibratorsolenoid valve coil may be defective or thesolenoid coil may be defective. Disconnect thepower wire at the vibrator solenoid coil. If thecircuit breaker trips, replace the wiring betweenthe override switch and the solenoid coil. If thecircuit breaker does not trip, replace the vibratorsolenoid coil.

The vibrator solenoid coil can be checked withan ohm meter for 8 ohms of resistance with thewires removed from the switch and the groundlug. Remove the diode spliced between thewires. Replace the coil if the reading is notcorrect. If the reading is correct, check thediode with an ohm meter. An ohm reading willbe evident in one direction through the diode,but when reversing the leads an ohm readingshould not be evident. If an ohm reading isevident in both directions, replace the diode.The black wire in the diode is attached to thepower wire while the white wire is attached tothe ground wire.

If the circuit breaker did not trip with the overrideswitch in the “on” position, place switch in the“off” position and depress the micro switchbutton. If the circuit breaker trips, the microswitch is defective and must be replaced.

2. Defective emergency stop system. Refer totroubleshooting the emergency stop system formore information.

Symptom

Vibrators operate continuously.

Corrective Measures

1. Micro switch is defective. Place the vibratoroverride switch in the “on” position. If the

vibrators stop operating, the micro switch or thewiring between the micro switch and the vibratoroverride switch is defective. Perform acontinuity check as follows to determine which toreplace.

Continuity check033-3367

The micro switch may be checked using a voltmeter. Remove the front cover from the microswitch and locate terminals 3 and 4. With theignition switch turned to the “off” position and themicro switch button depressed, check forcontinuity between terminals 3 and 4. Ifcontinuity is not present, replace the microswitch.

2. Solenoid coil is defective. The coil can bechecked with an ohm meter for 8 ohms ofresistance with the wires removed from theswitch and the ground lug. Remove the diodespliced between the wires. Replace the coil ifthe reading is not correct.

Note: The diode must be inserted between thepower and ground wires to prevent electricalfeedback interference with the network controller.The black wire in the diode is connected to powerand the white wire is connected to ground.

3. Vibrator override switch is defective. Check for12 volts on terminal 2 and 3 with the switch inthe “off” position. Replace the switch if 12 voltsare present on terminal 3 but not terminal 2.Check for 12 volts on terminal 1 and 2 with theswitch in the “on” position and the micro switchbutton depressed. Replace the switch if 12 voltsare present on terminal 1 but not terminal 2.

Commander II

5-49Network 06/02/04

4. 20 amp circuit breaker is tripped. Refer to theprevious symptom.

Symptom

No manual and/or automatic control of grade orsteering.

Corrective Measures

Network circuit breaker033-3248

Tripped 10 amp circuit breaker caused by a short inone of the automated control systems on the machine.Locate and disconnect all the wires from the auxiliaryside of the 10 amp network circuit breaker. Checkboth sides of the circuit breaker for 12 volts. If 12 voltsare present on the battery side of the breaker, but notthe auxiliary side, replace the circuit breaker.

If 12 volts are present on both sides, reconnect thewire from the junction box to the auxiliary side of thecircuit breaker. If the circuit breaker does not trip,proceed to the last paragraph.

If the circuit breaker trips, disconnect bulkhead plugnumber 10 providing power to the junction box. Turnthe ignition key to the “on” position. Replace the cablebetween the circuit breaker and the junction box if thecircuit breaker trips. If it does not trip, disconnectbulkhead plug number 17 and 21 from the junction boxand turn the ignition switch “on”. Repair or replace thejunction box if the circuit breaker trips.

If it does not trip, reconnect bulkhead plug number 17to the junction box and turn the ignition switch “on”. Ifthe circuit breaker trips, disconnect the 18 pin packardtower connector from the bottom of the S2X controllerand turn the ignition switch “on”. Replace the cablebetween the junction box and the S2X if the circuit

breaker trips. Replace the S2X if the circuit breakerdoes not trip. Repeat the previous procedures whenreconnecting bulkhead plug number 21.

Reconnect the wire from bulkhead plug J2 to theauxiliary side of the circuit breaker. If the circuitbreaker trips turn the ignition key off and disconnectthe main control box at bulkhead plug J2. Replace thecable connection to bulkhead J2 if the circuit breakercontinues to trip. Replace the main control box if thecircuit 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 orsteering.

2. 12 volts is not present on the battery side of thecircuit breaker. Refer to the symptom, allelectronic controls inoperable.

Symptom

Engine will not crank.

Corrective Measures

1. Micro switch button not depressed. Depress themicro switch button.

2. Battery discharged. Recharge as necessary.

3. Defective micro switch. Remove the cover fromthe front of the micro switch. Place a jumperwire between terminals 7 and 8. If the enginewill crank, replace the micro switch.

Commander II

5-50Network 06/02/04

Continuity check033-3365

The micro switch may be checked using a voltmeter. Remove the front cover from the microswitch and locate terminals 7 and 8. With theignition switch turned to the “off” position and themicro switch button depressed, check forcontinuity between terminals 7 and 8. Ifcontinuity is not present, replace the microswitch.

3. Defective ignition switch. Momentarily connect ajumper wire between terminal “15” and terminal“50” on the rear of the ignition switch. If theengine cranks, the switch is defective and mustbe replaced.

4. Defective wiring between the ignition switch andthe starter. Momentarily connect a jumper wirebetween the “+” terminal on the starter solenoidand the terminal on the starter relay which hasthe blue wire attached. If the starter engages,the wiring is defective and must be repaired orreplaced.

5. Defective starter relay. Momentarily touch ajumper wire between the positive “+” terminal onthe starter solenoid and the small terminal onthe top of the solenoid. If the starter engages,the starter relay is defective and must bereplaced.

6. Defective starter. Remove the starter and haveit checked by a qualified service center.

Symptom

Engine gauges will not work.

Corrective Measures

Jumper wires on oil pressure switch360531

Oil pressure switch not closing to supply 12 volts to thegauges. Refer to the Cummins Engine Manual forprocedures used to check the engine oil pressure.Connect the wires on the oil pressure switch together.Replace the oil pressure switch if the gauges respond.

Symptom

Engine cranks but will not start or engine stops inmiddle of pour.

Corrective Measures

1. Low fuel level. Fill fuel tank and prime theengine.

2. Contaminated fuel filters. Replace fuel filters asindicated in the maintenance chapter.

Check resistance of fuel stop actuator solenoids071-0698

Commander II

5-51Network 06/02/04

a

Check resistance of fuel stop solenoid071-0506

3. Defective fuel stop system. The Cummins Eliteengine is equipped with a dual coil fuel stopactuator that can be measured for ohms ofresistance. Locate and disconnect the packardconnector. Place the common (-) lead on theblack wire (ground) in the connector. Place the(+) lead on the red or white wire in theconnector. Each coil should read 14.5 ohms ofresistance. Call your nearest authorizedCummins dealer for replacement information ifthe reading is incorrect.

The Cummins B4.5 Tier II engine is equippedwith a fuel stop solenoid that can be measuredfor ohms of resistance. Remove the wiring fromthe solenoid coil and check the coil for 8.0 ohmsof resistance. Replace the coil if the reading isincorrect.

Symptom

Tachometer indicated engine overspeed at maximumthrottle.

Corrective Measures

This is an indication that the tachometer may requireadjustment. Run engine at maximum speed. Insert asmall screwdriver through the adjustment hole in therear of the tachometer. Turn the adjustment screwuntil the tachometer registers the same as the factoryadjustment for maximum rpm listed on the engine datatag. For most accurate adjustment, check the enginespeed with a strobe or mechanical tachometer andadjust the machine tachometer accordingly.

Note: Loose fan/alternator drive belts or adefective alternator can cause faulty tachometerreadings. Adjust the belts as described in theMaintenance chapter. Remove the alternator andhave it checked and repaired by a qualified servicecenter if necessary.

manual gomaco

Documents

gomaco corporation gomaco

user of equipment

parts unlessthe

express warranty

initial purchaser anduser

repair ofdefective parts

following warranty

particular purpose