b-o'

ffielH#*A*€*
COMMANDER III

TRIMMER/SLIPFORM

PAVER OPERATORS'

MANUAL
MAGHfNE SERTAL NUMBER, /3I3C -O O ., .*
ENGINE SERIAL NUMMBER:

GOMACO Corporatlon
HIGHWAYS 59 & 175
lda Grove,lowa 51t145
Telephone: 7 1 2-364-3347
Telex: WU-480132 Form No. H20079PR
RCA-297845 Printed in USA
{ FAX#: (712)364-3986 Gopyright 1987 GOMACO

!-7
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Hold.Down Assembly

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 TABIH QF CONTENTS
General

01 Safety Suggestions 1-1

02 Letterto Customer 1-2
03 Commonly Used Parts List............. 1-3

Controls and Gauges

01 Content of Chapter 2-1

02 Engine Controls and Gauges 2-1
03 Hydraulic Controls and Gauges 2-2
04 ElectricalControls 2-7
05 Moving the Machine .........:......... .. 2-10

ill Standard Set-up

01 Content of Chapter 3-1
1
02 Curb and Gutter Form Preparation.......... 3-1
$i 03 Sidewalk Form Preparation......... 3-3
04 Monolithic Form Preparation......... 3-4
05 Trimmerhead Preparation................. 3-6
06 Legs
Positioning the .. 3-9
07 Preparing and Mounting the Conveyor....,........ 3-13
08 Positioning and Mounting the Trimmerhead 3-17
09 Mounting the Slipform Mo1d........... 3-21
10 Mounting the Sensors (Standard) g-24
11 Mounting the Sensors (Scab-on)..........:........ .. g-27
12 Mounting the Sensors (Right Side).......... 3-28
13 Mounting the Sensors (Lock-to-Grade) ............. g-29
14 Preliminary Adjustments ...............-.::,.............. A-30
15 FinalAdjustments .......,-;.............. 3-34
16 Pouring Operations ........:.............. 3-35

IV Paving Package Set-up *

01 Content of Chapter ...:;................... 4-l
02 Prime Mover Preparation (12 Ft. Package) ...,i.................. 4-1
03 Prime Mover Preparation (16 Ft. Package) ...,................... 4-g
04 Mounting the Optional Rear Leg Extension.............. 4-9
05 Preparing and Mounting the Trimmerhead 4-10
,ld 06 Mounting the Sensors 4-11
07 Preliminary Adjustments for Trimming Operations 4-14
08 Trimming Operations .....:... . 4-16
09 Slipform Mold Preparation and Mounting .. ....... . Ln. 4-17
10 Mountingthe Conveyor............... .................. . 4-Zz
11 Preliminary Adjustments for Pouring Operations 4-27

V Side Mounted Barrier Set-up

01 Content of Chapter 5-1

02 Form Preparation.......... ................ 5-1

TC-1
 COMMANDER

03 Positioning the Legs .. 5-4

04 Mounting the Slipform Mo1d........... 5-5
05 Preparing and Mounting the Conveyor............. 5-7
06 Mounting the Sensors 5-B
07 Preliminary Adjustments......
08 FinalAdjustments 5-12
09 Pouring Operations 5-4

VI Maintenance

01 Content of Chapter 6-1

02 Fuels .......... ................ 6-'t
03 Lubricants .................. 6-'1
04 10 Hour or Daily Service....... 6-2
05 50 Hour or Weekly Service 6-3
06 150 Hour or Monthly Service 6-9
07 300 Hour Service
0B 600 Hour or Annual Service 6-13
09 Servicing the Air Cleaner 6-15
10 Battery Service 6-17
11 Alternator, Regulator, and Starter Service 6-17
12 Adjusting Servo Valves........ 6-18
13 Adjusting Pressures 6-19
14 Adjusting the Steering Systems 6-22
15 Adjusting the Slope Sensor 6-26

vil Troubleshooting

01 Content of Chapter 7-1

02 Troubleshooting the Engine........ .. 7-1
03 Troubleshooting the Hydraulic Reservoir System .............. 7-1
04 Troubleshooting the Auger System 7-3
05 Troubleshooting the Conveyor System 7-5
06 Troubleshooting the Trimmerhead System 7-g
07 Troubleshooting the Tractive System 7-10
0B Troubleshooting the Vibrator System
(EarlyProduction) 7-19
09 Troubleshooting the 4 to B Vibrator System
(EarlyProduction) 7-16
10 Troubleshooting the Vibrator System
Production)
(Current .. 7-20
11 Troubleshooting the Hold-Down System 7-25
12 Troubleshooting the Hold-Over System 7-27
13 Systems
Troubleshooting the Auxiliary Hydraulic 7-ZB
14 System
Troubleshooting the Grade Hydraulic 7-30
15 Troubleshooting the Front and Rear Grade
ElectricalSystems 7-35
16 Troubleshooting the Slope (Right Grade)
ElectricalSystem 7-39
17 Troubleshooting the Rear Steer Hydraulic System 7-4J
18 Troubleshooting the Rear Steer ElectricalSystem 7-45
19 Troubleshooting the Front Steer Hydrautic System
(EarlyProduction) 7-52

TC-2
 5
1

COMMANDER

tI 20 Troubleshooting the Front and Rear Steer

Hydraulic Systems (CurrentProduction) 7-56
2'l Troubleshooting the Front Steer Electrical
ControlSystem 7-58
22 Troubleshooting the Front Steer Alignment
ElectricalSystem (Early Production) 7-65
23 Troubleshooting the Front Steer Alignment
ElectricalSystem(Current Production) ............ 7-70
24 Troubleshooting Miscellaneous Electrical Systems..... 7-75

vill Specifications

01 Content of Chapter B-1

02 Engine ..... B-1
03 Gapacities .. B-1
04 Battery B-z

li08 :flril;;ru:::: : :::

System.......
Hydraulic
:::::: ::::: ::::::::'.....:::'.: :: : : i,i
8-2
09 Vibrators B-4
10 Tractive System ............i............... B-4
11 Conveyor System B-4
12 Trimmerhead System B-5
13 Weights and Dimensions............ .. 8-6

IX Stringline'Set-up

01 Content of Chapter SL-1

02 Setting Straight Line ........... .......:.. SL-1
03 Setting Line for Radii .......... SL-4
04 Positioning Stringline for Cross Slope Changes............. SL-5
05 Setting the Line Under the Machine SL-6

TC-3

,J
 COMMANDER III

SAFHTY SI.IGGHSTIANS

1. The Commander lll should only be operated by responsible persons who

have throughly read the operators manual and have been properly instructed
to do so.

2. Be certain all shields and guards are kept in place.

3. Be certain that the trimmerhead is free of debris before engaging the control
valve.

4. Keep hands and feet free of moving parts.

i
5. Use steps and hand railto mount and dismount from the Commander lll.

o. Be certain that the engine is shut off before preforming service or mainte-
nance on the Commander lll.

7. Place the tractive brake in the "on" position before loading or unloading the
machine or while traveling down steep embankments.

8. Stop the trimmer wheel rotation and shut the engine off before removing
debris.

9. Be certain that the right front leg is completely extended before shifting the
rear leg. Keep the rear leg as close as possible to the center of the machine.

10. Be certain that all hydraulic controlvalves and electrical controls are in the
"off" position before starting the engine.

1-1
 GOMMANDER

TO THH CUSTAII/,,NHR

Your new GOMACO Commander lll Trimmer/Slipform Paver was carefully designed and manufactured
to give yearsof dependable service. To keep it running efficiently, readthe instructions inthis manualthor-
oughly. lt contains detailed descriptions and instructions for the efficient operation and maintenance of
yourCommanderlll. Eachsectionisclearlyidentifiedsoyoucaneasilyfindtheinformationthatyouneed.
Read the Table of Contents to learn where each section is located. All instructions are recommended
procedures only.

Throughout this manual you willcome across "Warnlngs" or "Cautions" which will be carried
out in bold type and preceded by the symbol as indicated to the left. Be certain to carefully read
the message that follows to avoid the possibility of personal injury or machine damage.

Right hand and left hand sides are determined byf acing the direction the Commander lll willtravelduring
trimming and/or paving operations. The conveyor end of the Commander lll is referred to as the 'Tront"
and the control console is located at the "rear".

Thereareavarietyof specialapplicationswhichtheCommanderlllmaybeusedon. Thismanualcovers

the use of the Commander lll for standard low profiles, paving package, and side-mounted barrier. For
special applications, consult your nearest GOMACO Distributor.

Record your Commander lll serial numbers in the appropriate spaces provided on the title page. Your
GOMACO dealer needs this information to give you prompt, eff icient service when you order parts. lt pays
to rely on an authorized GOMACO Distributor for your service needs. For the location of the Distributor
nearest you, contact GOMACO.

NOTE: lt 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 eff ect at the time
of approvallor printing and publishing. GOMACO therefore reserves the right to make changes
in design and improvementswheneveritis believedthe elficiencyof the machinewillbe improved
without incurring any obligation to incorporate such improvements in any machine which has
been shipped or is in service. lt is recommended that users contact an authorized GOMACO
Distributor for the latest revisions.

I -2
 COMMANDER III

CSIIJI$JTQNIY t}$HB FART$ II$T

ENGINE OIL FILTERS

Detroit 3-71 (Canister) (AC# PF-132)"....'.'...... 210'20848

(Screw On) (AC# PF-911) . 210-45E98

Detroit 4-71 ...............

(AC# PF-132) - 210-45E48

Detroit 3-53T (AC# PF-947) ............... .. 210-45K88

Detroit 4-53T (AC# PF-g1 1) ...................""..."..".. 210-45E98

Cummins 68T5.9 (Fleetguard# LF-3345) 210-46429

ENGINE PRIMARY FUEL FILTERS

Detroit 3-71 210-208.44

210-45G21

Detroit 4-71 210-20B.4r',

Detroit 3-53T (AC# T-936) ................ 210-45G21

Detroit 4-53T (AC# T-936) ................. 210-45G21

Cummins 68T5.9 (Fleetguard# FF-5038) 210-46A30

ENGINE SECONDARY FUEL FILTERS

Detroit 3-71 (canisrer) (Ac#TP-509) ............... 210-208.43

(Screw-On) (AC# TP-928)............... . 210-45G22

Detroit 4-71 (Canister) (AC# TP-509) ............... . 210'208.43

(Screw-On) (AC# TP-511)............... 210-208.47

Detroit 3-537 (AC# TP-928) ............... 210-45G22

Detroit 4-537 (AC# TP-928) ............... .. 210-45G22

Cummins 68T5.9 (Fleetguard # FF-5018) 210-46A31

ENGINE AIR FILTER

Detroit 3-71 (Donaldson#XLP-182045) ...... ......... 210-20426

Detroit 4-71 (Donafdson# P11-74311 . 210'20846

1-3
 Detroit 3-53T (Farr # T-512) 210-45K11

Detroit 4-53T (Farr # T-519) 210-10Y09

(Fan # T-512) ................... 210-45K11

Cummins 68T5.9 (Donaldson# DLSMPlS-1063) ........... 210-46E12

Air Compressor Filter Element GOMACO # 210-45A35

Bendix # 243009

Main Hydraulic Filter Element GOMACO# 110-10C51

Schroeder # 18B10
Tinga# WE 518-10

Uft Gircuit Suction Fiher Element ............... GOMACO# 110-45R16

Zinga# AE-100

High Pressure Lift Gircuit Fiher Element GOMACO # 110-45Q53

Hycon # PS-10

Sump Filter Element 1 10-10A27

Sump Filter Access Cover Gasket .... GT62-194

Access Cover Rubber Bolt SealWasher...... 420-30A96

Panel Mour[ Amplifier 500-15840

Remote Sensor (Grade/Steedng)

Remote Sensor (Slope) 500-15A02

Servo Valve (2 gpm) (early).....(1089) 125-10409

Servo Valve (4 gpm) (early).....(1105) 125-10C96

Servo Valve (5 gpm) (CunenQ .............. 125-45N30

Servo Valve Mounting O-rings (4 required) 1 60-1 0F22

Remote Slope Setpoint Unit (Slope Dial) ........... 500-15A91

Potentiometer Transducer ( Feedback PoO ......... 500-15814

Alignment Amplifier (early; 500-15815

Senqor CoilCord (13 ft) 520-15A06

Coordinated Steering Amplifier (Current right trac*) 210-46P21

Cable for Right Coordinated Steeilng Amplifier GT69-067

Grade Sensor Wand (Complete) 500-15A77

Sensor Wand (Tube only) .......... 500-15A80
Thumb Screw for Grade Wand 500-10P87
O-ring forThumb Screw on Grade Wand 500-10P88

1-4
 I GOMACO I COMMANDER III

Steering Sensor Wand 500-15A69

Thumb Screw for Steering Wand -a . 500-10F65

Fonrard/Reverse Steer Re|ay ......... 500-15832

0-3000 psi Pressure Gauge 700-35A46

lgnition Switch Key 210-10D74

Vibrator GT11-046

Main Relief Valve Cartridge ............ 125-10839

Vibrator Main Relief Valve Cartridge (Early) 125-10C47

Vibrator|ndividua|Re|iefVa|veCartridge(Ear|y) 125-10C41

Vibrator Solenoid Valve Assembly (Early) 125-10C46

Vibrator Main Reliel Valve Cartridge (Cunen$ ................ 1 25-1 0839

Vibrator Solenoid Valve Assembly (Current) ............. .. 125-45213

Lift Lock Solenoid Valve Assembly (Early) 1 25-1 0B08

Servo Lock Solenoid Valve Assembly (Current) 125-45R91

Tractive Brake Solenoid Valve Assembly... 125-1041 1

Alignment Solenoid Valve ( Early) ................. 1 25-1 0892

Coilfor Alignment and Tractive Brake Solenoids 1 25-1 0A94

Lift Lock Check Valve (Thermal Relief) 125-45N98

CIRCUIT BREAKERS
6 Amp 525-1 0542
10 Amp 525-10S44
15 Amp 525-45J55
20 Amp 525-1 0545

QUICK COUPLER O.RINGS

3/8 in 160-1 0J99
'l12in 160-10K03
3l4in 1 60-1 0K01

Conveyor Discharge Chute RC64-030

Trimmer Teeth (Flat Shank Type) ......... 730-25431

Trimmer Teeth (Round Shank Type).......,. 730-45J82

1-5
 \

COMMANDER III

CHAPTER IICONTROLS AND GAUGES

01 CONTENT OF CHAPTER

This chapter gives a description of all engine,

hydraulic and electrical controls. lt also gives the
procedures necessary to move the Commander lll.
Read this chapter thoroughly to identify yourself
with all controls and operations.

02 ENGINE CONTROLS AND GAUGES

To reset the emergency stop, push the emergency

stop control handle all the way in. Push down on the
f lapper valve lever, on the engine air intake, until it is
latched in the open position.

CAUTION: THE EMERGENCY STOP

SHOULD NOT BE USED EXCEPT IN AN
EMERGENCY. USE OF THE EMERGENCY
STOP WITH THE ENGINE OPERATING AT
FULL SPEED MAY CAUSE OIL TO BE
DRAWN PAST THE BLOWER SEALS.

Air Filter Restriction Indicator: Monitors the

amount of engine air intake restriction. When "red"
shows in the indicator window, the air filter needs
servicing. Refer to the Maintenance Chapter for
servicing instructions. Push in on the button in the
bottom and release it to reset the indicator.

Throttle: The engine speed can be adjusted with

this control in one of two ways. First, by turning the
control counterclockwise (out) to increase rpm and
clockwise (in) to decrease rpm. Second, by pushing
in on the center button and pulling out on the control
to increase rpm and pushing in on the control to
decrease rpm. Normal engine operating speed is
2100 rpm (maximum). Do not increase engine speed
above 1000 rpm until engine oil pressure has in-
creased, especially in turbo-charged engines.

Normal Engine Stop: (Detroit.Diesel only) Controls Engine Oil Pressure: Indicates engine oil
fuel f low to the engine. The control must be pushed pressure. Normal operating pressure is 65 psi (4.5
all the way in to run the engine. Pull the control out bar) at maximum rpm for Detroit Diesel engines and
to stop the engine. When stopping the engine, allow 30 psi (2 bar) for Cummins engines. Refer to the
it to idle at 1500 rpm for 10 to 15 minutes without appropriate engine operators manual for additional
load before pulling the stop. instructions.
Emergency Stop: (Detroit Diesel only) Should be Engine Water Temperature: Indicates operating
used only when regular engine stop fails to stop the temperature of engine coolant. Normal operating
engine, or in case of an emergency. When the temperature is approximately 190' F (88' C) for
emergency stop is pulled, a flapper door closes in Detroit Diesel engines, and 190-200' F (88-93.4' C)
the air intake blocking the flow of air to the engine. for Cummins engines, depending on outside air
Turbo-charged engines are not equipped with temperature. lf the temperature rises above 220" F
emergency stops. (104.5' C), locate cause and correct.
2-1
J
 Voltage Meter: Indicates voltage in the electrical
system. Normal indication is a 14 volt charge at
maximum rpm.

CAUTION: DO NOT ALLOW VOLTAGE TO

DROP BELOW 12 VOLTS OR SLOW ELEC.
TRICAL RESPONSE WILL OCCUR.

Tachometer and Hour Meter: Electrically operated

and registers engine rpm and hours of operation.
Driven by alternator. Normal operating speed is 2100
rpm (maximum).

lgnition Switch: "Off/on/start" positions. "Off"

position shuts off all electrical power to the elec-
tronic controls. "On" position supplies electrical
power to the electronic controls. "Start" position is
used for starting the engine. On machines equipped
witlr a Cummins engine, turning the switch to the
"off" position will stop the engine.
NOTE: The ignition switch must be in the
"on" position while operating the Commander
ilt.

CAUTION: lF HYDRAULIC FLUID TEM-

PERATURE EXCEEDS 190 DEGREES F (88
DEGREES C) OtL BREAK-DOWN MAY OC-
CUR. LOCATE CAUSE OF TEMPERATURE
INCREASE AND CORRECT.
Fuse Holder or Circuit Breaker: The 15 amp circuit
Circuit Selector Valve and Pressure Gauge: Valve
breaker located on the rear of the control panel and pressure gauge are used to check the pressure
protects the vibrator on-off solenoid. The 20 amp
circuit breaker on the rear of the panel protects all of of the rear steering, vibrator, tractive, conveyor,
auger and hold-over circuits. To check the pressure
the electrical systems. lf either of the circuit on any one of the circuits on early production
breakers should trip, it will reset itself if the shorted machines, set the arrow on the valve knob to the
circuit is corrected. desired circuit to be checked and push in on the
knob. The knob must move in at least % in. (6mm) to
NOTE: Early machines may only have a single
20 amp circuit breaker or a fuse holder con'
obtain a reading. lf the knob will not move in this
amount, turn it a small amount until it will. Hold the
taining a 20 amp f use.
knob in and observe the pressure reading on the
03 HYDRAULIC CONTROLS AND GAUGES
"circuit selector pressure" gauge with the system
operating. When the knob is released, the reading on
the gauge will return to zero.
Hydraulic Oil Temperature: Monitors the hydraulic On current oroduction machines the Dressure
fluid temperature. Normal operating temperature gauge is in the center of the selector valve (see in-
will range from 140 to 180 degrees F (60 to 82.2 set). Simply turn the selector arrow to the circuit to
degrees C) depending on the outside air temperature be checked and observe the pressure reading with
and the amount of work being performed by the the system operating. When the selector arrow is
machine. turned to "0" pressure on gauge will drop to zero.

2-2
 COMMANDER III

Form Hold Down Pressure Gauge: Monitors the

amount of pressure applied to the hydraulic cylinder
holding the rear of the slipform mold down in con-
tact with the concrete.

Trimmerhead Pressure Gauge: Monitors pressure

required to drive the trimmer wheel. Normal
operating pressure range is 500 to 2100 psi (34.5 to
145 bafl. Pressure will vary depending on depth of
cut, width of cut, subgrade density and forward
travel speed.
auxiliary console. Monitors the amount of pressure
Lift Pressure Gauge: Monitors the amount of required to force the hydraulic fluid through the
pressure available for machine grade and steering
main hydraulic filter. The filter must be replaced
control. Normal lift pressure is 1600 psi (110 bar). when the gauge registers in the "change" area with
the hydraulic fluid at normal operating temperature.
CAUTION: IF LIFT PRESSURE DROPS Refer to the Maintenance chapter for instructions for
BELOW 1000 PSI (69 BAR), MACHINE changing the f ilter. '
CONTROL MAY BECOME SLOW.
NOTE: The gauge may register in the
Hydraulic Filter Pressure Gauge: Located in the "change" area with cold f luid.

Early Production

Auxiliary Travel/Vibrator Selector Valve: Directs Trimmerhead Control Valve: Controls the direction
hydraulic fluid flow from the vibrator pump to the of trimmer wheel rotation. "Forward" position
vibrator circuit when in the "vibrator" position (knob rotates the trimmer wheel"in a direction opposed to
pulled out) or to the tractive system when in the machine forward travel. "Off" position stops the
"auxiliary travel" position (knob pushed in). wheel rotation. "Reverse" position rotates the wheel
2-3
 COMMANDER III

in a reverse direction to free it of debris. Conveyor Directional Control Valve: Controls the
direction and speed of the charging conveyor. When
Travel Variable Speed Control Valve: Controls the the control valve is moved towards the "forward"
operating travel speed in either "forward" or position, the conveyor runs in a charging direction.
"reverse" from 0 to 35 fpm (0 to 10.7 mpm) or 0 to 60 The "off" position stops the conveyor. "Reverse" is
fpm (0 to 18.3 mpm) in "auxiliary travel." Travel of the used mainly for cleaning the belt. The more the
machine should always be started and stopped with control valve is moved from the "off" position,
this valve. When the control valve is moved in the towards "forward" or "reverse," the faster the
"decrease" direction to the l'off" position, the track conveyor will run.
drive system is stopped. As the control valve is
rotated in the "increase" direction, the track drive Vibrator Override Switch: Used to stop the
system begins to operate. The more the control valve vibrators from operating when moving the machine
is moved in the "increase" direction, the faster the about the job without shifting the "vibrator/auxiliary
tracks will turn. travel" selector to the "auxiliary travel" position.
With the switch in the "on" position, the vibrators
Micro Switch: Automatically starts and stops all of will not operate. With the switch in the "off"
the vibrators. When the "travel variable speed position, the vibrators will operate when the travel
control" valve handle is raised clear of the micro variable lever is raised off of the micro switch button
switch button, the machine will begin to move and (provided the "vibraior/auxiliary travel" selector
the vibrators will begin to operate simultaneously. valve is in the "vibrator" oosition and the variables
When the control valve handle is pushed down, are rotated in the increase direction).
depressing the micro switch button, the vibrators
will stop at the same time as the machine stops.

NOTE: The "auxi I iary travel/vi brator" selector

valve must be in the "vibrator" position and the
vibrator variables must be turned in the in-
crease direction for the vibrators to operate. On
current production machines, the "vibrator
override" switch must be fn the "off" position.
The micro switch also acts as an engine start
safety switch. The switch button must be depressed
to start the engine.

Auger Directional Control Valve: Controls the

direction and speed of the spreader auger in the
hopper of slipform molds over 6 ft. (1.8M) wide. When
the control valve is moved towards the "left"
position, the auger will turn forcing concrete to the
left. When the control valve is moved towards the Rear Shift Control Valve: Controls the lateral
"right" position, the auger will turn, forcing concrete repositioning of the rear leg assembly from centered
to the right. "Off" position stops the auger. The more behind the machine,2 fl. (61cm) to the right, or by
the control valve is moved from the "off" position, repositioning the shift cylinder connection point, 18
towards the "left" or "right," the faster the auger will in. (46cm) to the left. Moving the control valve to the
turn. "left" position, will cause the leg to shift left and will
cause it to shift right when moved to the "right"
NOTE: When no auger is used in the slipform position. The leg will maintain its lateral position
mold, it is recommended to connect the auger when the valve is allowed to return to center.
drive hoses, from the valve, together under the
console. WARNING: THE RIGHT FRONT TRACK
MUST BE EXTENDED TO THE MAXIMUM
Travel Directional Control Valve: Controls travel RIGHT POSITION BEFORE REPOSITIONING
direction of all three tracks. When the control valve THE REAR TRACK TO THE RIGHT FROM
is placed in "forward," the tracks will move forward CENTER. KEEP THE REAR TRACK AS
and will move in reverse when the valve is placed in CLOSE AS POSSIBLE TO THE CENTER
the "reverse" position. The machine will not move POSITION.
when the valve is placed in the "neutral" position.
The starting and stopping of the tracks should Front Extend ControlValve: Controls the lateral re-
always be controlled by the "travel variable speed positioning of the right front leg assembly from
control" valve. directly in front of the engine,3 ft. (91cm)to the right.
Moving the control valve to the "out" position will
2-4
 COMMANDER III

cause the leg to extend and will cause it to retract control knob clockwise to increase pressure and
when moved to the "in" position. The leg will counterclockwise to decrease pressure.
maintain its lateral position when the valve is
allowed to return to center.

NOTE: Be sure the locking bolts in the

bottom of the outer guide tube are loosened
before shifting the leg (fig.3a3).

Gonveyor Lilt Control Valve: Controls the vertical

movement of the receiving hopper end of the con-
veyor to allow easier concrete discharge f rom supply
trucks. "Up" will raise the receiving end of the
conveyor and "down" will lower it. The conveyor will
maintain its vertical position when the valve is
allowed to return to center. Be certain to remove the Vibrator Variable Gontrol Valve: Used to in-
pin from the two-piece tube under the conveyor dividually control the vibration output of each
mount. The pin can be placed through the inner tube hydraulic powered concrete vibrator in the slipform
to limit the downward travel of the conveyor. mold. Controls vibrator output from 0 to 10,500
vibrations per minute. Rotating each control knob
Holdover Control Valve: Controls the hydraulic counterclockwise increases vibration and clockwise
cylinder used to hold the rear of the slipform mold decreases the vibration in the corresponding
against roadway when pouring against it (scab on). vibrator. Turning the knob all the way clockwise
"ln" will pull the slipform away from the existing stops the vibrator attached to that circuit.
roadway and "out" will push the slipform against the
roadway. Center position will stop the form in a
given place, but will not necessarily hold it there.
The valve is used in conjunction with the "holdover
pressure control" valve and must be operated in the
"out" position during pouring operations.
NOTE: The holdover system is an optional
system, however, the main control valve is
installed on all machines. By installing two
lengths of hose, with quick couplers attached,
to the f ittings in the valve, the "holdover
control" valve may be used to operate a
driveway cutter or depressor on the slipform
mold.

Hold Down Control Valve: Controls the hydraulic

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

Hold Down Pressure Control Valve: Used to adjust

the amount of pressure holding the rear of the
slipform mold down on the concrete. Adjustable Manual Override Control Buttons (Early
from 30 to 600 psi (2.1 to 41.4 bafl by turning the Production): Used for troubleshooting the steering
control knob clockwise to increase pressure and and grade systems to determine if problem is
counterclockwise to decrease pressure. electrical or hydraulic. By firmly depresqing the
servo valve manual override buttons one at a time,
Hold Over Pressure Control Valve: Used to adjust the function controlled by the valve will respond as
the amount of pressure holding the rear of the follows:
slipform mold against the existing roadway. Adjust-
able from 30 to 600 psi (2.1 to 41.4 bafl by turning the 1. Rear Steer: Top button should cause the front

2-5
 COMMANDER III

edge of the rear track to turn to the right and the corresponding track should turn left and should
lower button should cause it to turn to the left. turn right when the lever is moved to the rear.
2. Front Steer: Top button should cause the front 2. Right Front Steer: By moving the manual
edge of both front tracks to turn to the left and control lever forward, the front of the right track
the lower button should cause them to turn to should turn right and should turn left when the
the right. lever is moved to the rear.

3. Left Front, Right Front and Rear Grade: Top 3. Left Front, Right Front and Rear Grade: By
button should cause the corresponding leg to moving the manual control lever forward, the
lower and the lower button should cause it to corresponding leg should raise and should
raise. lower when the lever is moved to the rear.
NOTE: The "run-standby" switch on the NOTE: The "run-standby" switch on the
amplifier of the system being checked should amplifier of the system being checked should
be in the "standby" position. Also the ap- be in the "standby" position. ln the case of the
propriate "lift lock" switch must be in the "off" right front steering, place the "manual-auto"
position when checking the grade system. switch, inside .the amplif ier box, in the
"manual" position. The "servo lock" switch
Lift Lock Solenoid Valves: Control the hydraulic must be in the "off" position.
f luid f low to the grade servo valves on early
production machines. The valves are in the closed
position when no power is supplied to them. To open
tlre valve, + 12 volts must be supplied to the coil by
placing the corresponding "lift lock" switch (fig.21a)
in the "off" position with the ignition switch "on."
All three valves are identical and interchangeable for
troubleshooting purposes. The lift lock solenoids
are not used on current production machines.

Rear Steer Pressure Reducing Valve (Early

Production): Reduces hydraulic pressure to the rear
steering system to a maximum of 1400 psi (97 bar)to
prevent damage to the rear steer linkage.

Pressure Relief Valves: Used to individually

control the maximum pressure settings of the
trimmer, conveyor, tractive and auger systems. lf any
of the systems should stall, the pressure relief valve
for that system will open, by-passing hydraulic fluid
back to the reservoir. lf one of the valves should
open, it in no way affects the operation of the other
valves. The valve cartridges are interchangeabie and
dif fer only in the relief pressure settings.

Manual Override Control Levers (Current

Production): Used for troubleshooting the steering
and grade systems to determine if problem is
electrical or hydraulic. By moving the manual control
lever on the top of the servo valve, the system
controlled by that valve should respond as follows:
1. Rear and Lelt Front Steer: By moving the
manual control lever forward. the front of the
2-6
 Left Front Leg Swing ControlValve: Used to swing
the left front leg to any of its various positions. The
valve draws its hydraulic f luid supply from a vibrator Safety
circuit. Moving the control valve handle forward will
retract the swing cylinder and moving the control
valve handle towards the rear of the machine will
Saves
extend the swing cYlinder. Time
04 ELECTRICAL CONTROLS

Amplifiers: The Commander lll uses five elec- sensor signal when the "run-standby" switch is in
tronic amplifiers for control of front steering, rear the "run" position. When the " jog" switch is
steering, front grade, rear grade and slope. All five released, the electronic control is returned to the
amolifiers are identical and are interchangeable for sensor signal.
troubleshooting purposes. The description of one The sensitivity adjustment pot controls how
amplif ier will explain all f ive. Each amplif ier contains quickly the machine responds to the signals from
a "run-standby" switch, a "jog" switch, a sensitivity the various sensors. The adjustment screw is turned
adjustment pot and a deviation meter. counterclockwise to decrease sensitivity and
The "run-standby" switch sets the amplifier for clockwise to increase sensitivity. When the sen-
manual or automatic operation. In the "standby" sitivity adjustment is as far counterclockwise as
position the amplif ier is set for manual operation by possible, the automatic control is shut off. The
the operator through the use of the "jog" switch. By sensitivity adjustment does not affect the manual
moving the "jog" switch either way from center, the control of the system. Initial setting of the sensitivity
function controlled by that amplifier will react until adjustment is to turn the adjustment, on all five
the "jog" switch is released and allowed to return to amplifiers, full clockwise and then back (counter-
center. In the "run" position, the amplifier is set for clockwise) one-third of a turn. For final adjustment,
automated control of the machine with the use of the the machine should be trimming and/or pouring.
various sensors. The "jog" switch will override the Adjust the sensitivity adjustment pot on each am-
2-7
 COMMANDER III

plif ier to allow the deviation meter needle to "work" is supplied to the amplif ier.
in the white area of the meter. lf the needle moves
erratically f rom red area to red area on the meter, or Slope Set Point Unit (Slope Dial): The slope set
the machine is unstable, the sensitivity is too high. point unit is connected to the slope amplifier to
Turn the adjustment screw counterclockwise until provide a means of adjusting the cross slope of the
the meter and/or the machine becomes stable. lf the machine frame. The dial indicates percent of slope
deviation meter needle remains near center con- and is graduated in tenths of one percent. The dial is
stantly, the sensitivity may be too low. Turn the of the slipring design to prevent internal damage to
adjustment screw clockwise to increase the sen- the unit if the dial should be turned without turning
sitivity. The sensitivity adjustment should be turned the adjusting crank. The slope set point unit crank is
a minimum of one-quarter turn in the increase used to adjust the slope of the machine. By turning
direction for most applications. the crank counterclockwise from "0," the right side
of the machine will be higher than the left, in-
CAUTION: DO NOT OVER ADJUST OR creasing the amount of slope (positive slope). By
FORCE THE SENSITIVITY ADJUSTMENT turning the crank clockwise from "0," the right side
SCREW AS DAMAGE TO THE AMPLIFIER of the machine will be lower than the left, decreasing
COULD OCCUR. THE JAM NUT ON THE the amount of slope (negative slope).
SENSITIVITY ADJUSTMENT POT SHOULD
NEVER BE TIGHTENED MORE THAN Steering Alignment Indicator Lamps (Early
FINGER TIGHT. Production): Indicates the working condition of the
front track steering alignment system. Lights will
The deviation meter indicates the amount of flash off and on during steering corrections. The +
signal being sent to the amplifier by the sensor and (plus) light should f lash on and off during a right turn
the direction of the signal. The deviation meter will and the - (minus) light should flash on and off
show sensor movement regardless of the position during a left turn. When no correction is being called
that the "run-standby" switch is in, provided the for, both lights should be off. At no time should both
sensitivity adjustment screw is turned a minimum of lights be on at the same time. The indicator lights
one-quarter turn in the increase direction and power are not used on current production machines.

2-8
 COMMANDER III

Forward-Reverse Auto Steer Switch: Sets the f ront Left Right Stringline Switch (Gurrent Production):
and rear electronic steering control systems for Used to set the front automatic control system for
either forward or reverse operation while following left front grade and right front slope when the switch
the preset guideline. "Forward" sets both systems is in the "left (LT)" position. When the switch is in
to operate correctly in automatic control during the "right (RT)" position, the system is set for right
pouring operations. "Reverse" sets both systems to front grade control and left front slope control. The
operate correctly in automatic control when backing position of the switch must correspond to the side
the machine to the start of the pour. lt is not of the machine on which the grade sensors are
necessary to place the switch in "reverse" when mounted.
backing the machine in manual control.
, Lilt Lock Switches (Early Production): The "lift
lock" switches control the individual solenoid valves
(fig. 210), which control the hydraulic fluid flow from
the lift pump to the corresponding servo valves. In
the "off" position, the solenoid valves are activated
to an open position, allowing the hydraulic fluid to
pass to the servo valves. In the "on" position, the
solenoid valves are deactivated to a closed position,
b locking the hyd rau lic f lu id f low to the
corresponding servo, thus locking the hydraulic
grade cylinders in a given position. The "lift lock"
switches must be in the "off" position during
pouring operations. The lift lock switches are not
used on current production machines.

Servo Lock Switch (Current Production): Used to

lock all grade and steering systems in a given
position. When the switch is in the "on" position, a
solenoid valve is energized to the closed position, Auto Manual Steer/Jog Switches (lnside Amplifier
blocking the f low of oil to the servo valves. When the Box): Used to control the steering of the right front
switch is in the "off" position, the solenoid valve is track when a problem is encountered. With the "auto
de-energized to the open position, allowing oil flow manual" steer switch in "auto" the right track is set
into the servo valves. The "servo lock" switch must to automatically follow the left f ront track. When the
be in the "off" position during pouring operations. switch is in the "manual" position, the steering of
the right front track can be controlled with the "jog"
Tractive Brake Switch: Controls a solenoid valve in switch. By moving the "jog" switch either direction
the return circuit of the tractive system which acts from center the right track will turn left or right until
as a brake to keep the machine f rom "free wheeling" the switch is released.
off of the trailer or down steep embankments. "Off"
position deactivates the solenoid valve to an open Circuit Breakers: The various circuits inside the
position. "On" position activates the solenoid valve amplifier box are protected by self-resetting circuit
to a closed position, thus creating a back pressure breakers. Early production machines have three
against the tractive system which acts as a brake. circuit breakers. The 6 amp breaker protects the
automated controls and rear track position indicator.
CAUTION: THE TRACTIVE BRAKE One of the 10 amp circuit breakers protects the lift
SWITCH MUST BE IN THE "ON'.' POSTTION locks and the other protects the forward-reverse
WHILE LOADING AND UNLOADING THE steer switch, tractive brake switch and the alignment
MACHINE. amplif ier.
On current production machines, the 6 amp circuit
Rear Track Position lndicator: (Early Production) breaker protects the automated controls. A 10 amp
Indicates the direction and amount of turn the rear breaker protects the forward-reverse steer switch,
track has made. When the needle is to the left (facing the servo lock switch and the tractive brake switch. lf
panel), the front edge of the rear track should be any one of the circuit breakers should trip, it will
turned right. When the needle is centered, the track reset itself if the shorted circuit is corrected.
should be straight ahead and should be turned left
when the needle is to the right (facing panel). The 4 to 8 Vibralor Selector: Used on machines
meter is for the operators convenience and will not equipped with 8 vibrator circuits. The control is
affect the operation of the machine, in most cases, if pushed in to operate up to 4 vibrators and pulled out
it is defective. The rear track position indicator is not to operate up to B vibrators. On early production
used on current production machines. machines, any circuit that does not have a vibrator
attached, must have a special loop hose (painted
2-9
 COMMANDER III

green) attached when in the 8 vibrator mode. When

fn the 4 vibrator mode on current production
machines, any unused circuit must be turned off.
Any time 4 or less vibrators are used, the selector
should be in the 4 vibrator mode.

three or four turns. Be sure the "travel variable

control" valve is in the "off" position. Turn the
iEnition key to the "start!' position until the engine
"f ires." Release the key and allow it to return to the
"on" position. After the engine starts, do not in-
crease speed above 1000 rpm for one minute to allow
engine oil pressure to increase, especially on turbo-
charged engines.

CAUTION: DO NOT OPERATE STARTER

LONGER THAN 30 SECONDS AT A TIME OR
DAMAGE MAY RESULT. ALLOW STARTER
TO COOL FOR 2 TO 3 MINUTES BETWEEN
STARTING ATTEMPTS.

Track Speed Adiustment: Used on machines NOTE: Variable travel control lever must be
equipped with the optional 16 ft' (4.9M) paving depressing the micro switch button or engine
package, to aid with steering around radii' When will not crank. When the engine starts, ignition
turning to the right, the "right" switch is placed in switch must remain in the "on" position for the
the "on" position. This causes a metered amount of electronic controls to function.
oil to drain from the right front and the rear tracks,
causing them to operate slower. When turning to the Increase engine speed to 1500 rpm and allow the
left, the "left" switch is placed in the "on" position. engine to "warm up" for 10 to 15 minutes before
This allows a metered amount of oil to be drained activating any f unction.
from the left track , causing it to operate slower.
Both switches should be in the "off" position when
perform i ng straight work. To move the machine, or to load or unload it, in'
crease engine speed to 2100 rpm (maximum).
05 MOVING THE MACHINE Position the "lift lock" switches or the "servo lock"
switch to the "off" position. Using the "jog" swit'
Before starting the engine, all oil and coolant ches on the grade and slope amplifiers, raise the
levels should be checked. The machine should be machine high enough to clear obstacles. Place the
greased as specified in the maintenance chapter' "lift lock" switches in the "on" position to maintain
Position all hydraulic control levers in the "neutral" machine elevation.
or "off" position and place the "lift lock" switches or
the "servo lock" switch in the "on" position' Place NOTE: To hold the machine frame level, it is
the "run-standby" switches on each of the amplif iers recommended to set the "right lift lock" switch
in the "standby" position. or the "servo lock" switch to the "off" position
and the "slope" amplif ier "run-standby" switch
' To start the engine, .push the engine stop all the to the "run" position. Adjust the slope dial to
way in and turn the throttle open (counterclockwise) '(Oo/o" of slope by turning the crank on the slope

2-10
 COMMANDER III

set point unit. By doing this, the machine frame

will automatically remain level, from side to
side, while moving the machine. lt may be
necessary to adjust the sensitivity if the Banded to the conveyor is the ladder for boarding
machi ne reacts erratical lY. the machine, 4 sensor arm braces, the rubber
discharge chute for the conveyor and miscellaneous
Steer the tracks to the desired direction by moving other parts. Cut the bands and lay all parts off to one
the "jog" switches on the steering amplifiers. The side for installation later. Install the boarding ladder
rear steer "jog" switch controls the rear steering and on the right rear corner of the machine by sliding the
the front steer "jog" switch controls the steering of hook plate down into the mounting bracket. Extend
the left and right front tracks. Make sure the tracks the ladder to the desired length by pulling the spring
are correctly positioned before moving the machine. loaded pins out and sliding the inner section in or
On current model machines, it will be necessary to out as necessary.
position the "servo lock" switch to the "off" Remove the sensors, steering wands, grade
position to turn the tracks. wands and miscellaneous other pgrts from the tool
Set the "track directional control" valve to either box on the left front leg extension. Lay them off to
"forward" or "reverse" for the desired direction of the side out of the way, until needed.
machine travel. To start the machine in motion,
slowly move the "travel variable control" valve in the
"increase" direction. The more the control valve is
moved in the "increase" direction, the faster the
machine willtravel.

CAUTION: MOVE SLOWLY WHILE

LOADING OR UNLOADING THE MACHINE'
OR WHEN TRAVELING DOWN EM.
BANKMENTS. BE SURE THE "TRACTIVE
BRAKE'' SWITCH IS "ON.''

2-11
r
COMMANDER III

NOTES a-,

2-12
 _ COMMANDER III

CHAPTER III STAN DARD SET-UP

01 CONTENT OF CHAPTER

This chapter covers instructions for the

preparation of the machine, trimmerhead and the
various slipform molds used for standard types of
pouring. Also covered are instructions for mounting
the attachments to the machine and pouring oper-
ations. At the end of the chapter are instructions for
cleaning the machine at the end of the pour. All
adjustments are recommended procedures only.
Refer to the Chapter V for barrier form preparation.

02 CURB AND GUTTER FORM PREPARATION

stainless is not protruding inside the dimensions of

the main form. lf 'so, slightly bend leading edge of
stainless trowel as necessary.
By adjusting the stainless trowel section in this
manner assures that as concrete slios f rom the main
form, the leading edge of the stainless will not catch
and tear the surface. lt also assures that the rear of
the stainless will push down slightly on the concrete
to give it a troweled surface.
NOTE: When adjusting the stainless trowel
Stainless Trowel Adjustment: Adjust the stainless section on curb and gutter forms, it is normally
trowel section of the slipform mold so the leading easier to roll the form over on its too.
edge is approximately 1/B in. (3mm) above the rear
edge of the main pan. Make the adjustment at both
sides of the mold. Tighten the adjustment nuts
securely.

Place a 4 ft. (1.2M) straight edge from the rear of

the stainless trowel section, up into the main form.
Adjust the rear of the stainless until there is an 1/8 Vibrator Installation: Vibrator placement in a
in. (3mm) gap between the rear edge of the main barrier type curb (no gutter section) is with the lower
form and the straight edge. Tighten the adjustment vibrator in an underslung (horizontal) position,
nuts securely. centered in the curb. The tip should be 6 in. (15cm)
above the bottom edges of the form. The top vibrator
Place the straight edge in the top of the curb should be in an overslung (vertical) position, cen-
profile. Adjust the rear of the curb profile stainless tered in the curb opening and tipped back slightly.
until there is an 1/B in. (3mm) gap between the rear The tip should be 6 to 8 in. (15 to 20cm) below the top
edge of the main form and the straight edge. Tighten of the opening. Tighten the vibrator attaching bolts
the adjustment nuts securely. Check the sides of the and setscrews securely. Tighten the adjustable
curb profile to be sure that the leading edge of the vibrator mount assemblies securely in position.

3-1
 MMANDER

NOTE: lt
may be necessary to position the
vibrators to one side of the recommended
position to allow steel bars to be fed into any of
the forms previously described. On forms of 3
ft. (91cm) wide or over, it may be necessary to
add an additional vibrator in the center of the
form.

When installing vibrators in a standard curb and

gutter form, place one vibrator in the overslung Driveway Cutter Installation: Set the driveway
(vertical) position, centered in front of the curb cutter assembly in place on the square tubes at the
opening. The tip should be tilted back slightly and 6 top of the form. Insert the mounting bolts and
to 8 in. (15 to 20cm) below the top of the opening. tighten securely. Extend the cylinder to the
maximum, making sure the blade enters the slot in
Iffie{Hrgili i : "l i# t, 3 i J ii:HlTs ii il 5:tix } the top of the gutter profile. Check the gum rubber
edge of the gutter with the tip centered in the hose seals on each side of the blade to be sure they
concrete thickness. Tighten the vibrator attaching are snug to prevent grout from leaking out.
bolts and setscrews securely. Tighten the adjustable
vibrator mount assemblies securely in position. NOTE: lf slot has not been cut in top of curb
profile, order GOMACO brochure number H-
047 6-02 for com plete i nstal lation i nstructions.

To install vibrators in a drive over type or a valley

type curb and gutter form, position both vibrators in
the underslung (horizontal) position, approximately 4
to 6 in. (10 to 15cm) in from each edge. The tip should Look under the slipform mold and note the angle
be centered in the concrete thickness. Tighten the of the bottom edge of the blade. It may be necessary
vibrator attaching bolts and setscrews securely. to cut the bottom of the blade to get the desired
Tighten the adjustable vibrator mount assemblies angle.
securely in position.
3-2
 COMMANDER III

NOTE: lf blade angle is to be changed, do not

remove an excess of material. Remove material
in small amounts and check performance after
each such removal.

Stainless Trowel Adjustment: Adjust the stainless

trowel section of the slipform mold so the leading
edge is approximately 1/8 in. (3mm) above the rear
edge of the main pan. Make the adjustment at both
edges and at each center adjustment location.
Tighten the adjustment nuts securely.

Installing Sideplate: On forms that are designed to

be used for pouring against the edge of the existing
roadway (scab-on), a removable sideplate is
available. The sideplate may be installed so that the
form may be used for pouring free standing curb and
gutter. Bolt the sideplate to the side of the form and
tighten the attaching bolts securely. When the form Place a 4 ft. (1.2M) straight edge from the rear of
is used for scab-on operations, the plate is removed the stainless trowel section, up into the main form.
and the guide plates are installed in its place. Adjust the rear of the stainless, at each adjustment
location, until there is an 1/8 in. (3mm) gap between
the rear edge of the main form and the straight edge.
Tighten the adjustment nuts securely.

Place a straight edge across the rear edge of the

stainless trowel to check for flatness. lf the profile
needs adjusting, it may be necessary to adjust the
center of the rear of the main form also.
The stainless trowel section may be changed to
match the type of pour. Loosen the adjustment nuts
on the four stainless adjustment bolts. Remove the Blockout lnstallation: lf the width of the sidewalk
cotter keys and pins from the adjustment bolt clevis form must be made smaller, it will be necessary to
and remove the stainless section. Insert the proper install an optional blockout assembly. Tilt the form
stainless section into place and install the pins and up until it is resting on the front of the hopper. Hold
cotter keys. Adjust the stainless trowel as previously the bottom portion of the blockout in place and
described. secure it with the bolts, nuts and lock washers
provided. lf holes are not provided in the main form,
03 SIDEWALK FORM PREPARATION it will be necessary to drill holes. Secure the
blockout in the desired location and mark the holes.

3-3
 COMMANDER III

Vibrator Installation: The vibrators are installed 4

to 6 in. (10 to 1Scm) in from each edge in the under-
slung (horizontal) position. The top of the vibrator tip
should be even with the bottom of the form pan. On 3
to 5 ft. (0.9 to 1.5M) wide forms, a third vibrator
should be positioned in the center of the form. On
forms wider than 5 ft..(1.5M) a fourth vibrator should
be installed. The center two should be evenly
spaced. The center vibrator(s) should be installed in
the underslung (horizontal) position, with the top(s)
Drill 3/B in. (1cm) holes at each marked location and even with the bottom of the form pan.
then install blockout.
Bolt the edger into place on the stainless trowel
section. Place a straight edge along the side of the
blockout and adjust the f ront of the edger so it is 1/8
in. (3mm) outside the rear of the blockout. Adjust the
rear of the edger in, or out, so there is 1/B in. (3mm)
gap between the rear edge of the blockout and the
straight edge. Tighten the attaching bolts securely.
Itr NOTE: lf holes are not in stainless trowel
section, position edger in proper location and
mark holes. Drill a 3/8 in. (1cm) hole at each of
the marked locations and attach the edger.
Installing Depth Extensions: lf the thickness of
the sidewalk must be increased, bolt on extensions
are available for the bottom of the form sides. Bolt
the extensions into place and tighten securely. lf no
holes are provided in the bottom angles of the form,
clamp the extensions in place and mark the location
of the holes. Drill the holes, using a 1/z in. (1.3cm)
drill bit. Fasten the extensions in place and tighten
the mounting holes securely.

Safety
Saves
Time
lnstall the rear half of the false end into the
slipform hopper and secure it to the rear of the
hopper. Installthe f ront half and secure it to the front
04 MONOLITHIC FORM PREPARATION
of the hopper. Fasten the two halves together in the
center. Attach both halves to the bottom portion of
the blockout and tighten all mounting bolts securely. Stainless Trowel Adjustment: Adjust the stainless
lf holes are not present in the hopper, mark and drill trowel section of the slipform mold so the leading
3/8 in. (1cm) holes. edge is approximately 1/B in. (3mm) above the rear

3-4
 COMMANDER III

edge of the main pan. Make the adjustment at both

edges and at each center adjustment location.
Tighten the adjustment nuts securely.

then install the blockout.

lf the blockout is being installed on the sidewalk
side, bolt the edger into place on the stainless trowel
section. Place a straight edge along the side of the
blockout and adjust the front of the edger so it is 1/B
Place a 4 ft. (1.2M) straight edge from the rear of in. (3mm) outside the rear edge of the blockout.
the stainless trowel section, up into the main form. Adjust the rear of the edger in, or out, so there is a
Adjust the rear of the stainless, at each adjustment '1lB in. (3mm) gap between the rear edge of the
location, until there is an 1/B in. (3mm) gap between blockout and the straight edge. Tighten the at-
the edge of the main form and the straight edge. taching bolts securely.
Tighten the adjustment nuts securely. .

NOTE: lf the holes are not in the siainless

trowel section, position the edger in the proper
location and mark the holes. Drill a 3/B in. (1cm)
hole at each of the marked locations and attach
the edger.

Place a straight edge across the rear edge of the

sidewalk portion of the stainless trowel to check for
flatness. lf the profile needs adjusting, it may be
necessary to adjust the center of the rear of the main
form also. lf the blockout is being installed on the gutter
side, it will be necessary to change the stainless
Blockout lnstallation: lf the width of either the section. Loosen the adjustment nuts on the.stain-
sidewalk or gutter portion of the slipform mold must less adjustment bolts. Remove the cotter keys and
be made smaller, it will be necessary to install a pins from the adjustment bolt clevis and remove the
blockout assembly. Tilt the form up until it is resting stainless section. Insert the proper stainless section
on the front of the hopper. Hold the bottom portion into place and install the pins and cotter keys. Ad-
of the blockout in place and secure it with the bolts, just the stainless trowel as previously described.
nuts and lock washers provided. Tighten the bolts
securely. lf the holes are not provided in the main
form, it will be necessary to drill holes. Secure the Install the rear half of the false end into the proper
blockout in the desired location and mark the holes. end of the slipform hopper and secure it to the rear
Drill 3/B in. (1cm) holes at each marked location and of the hopper. Install the front half and secure it to
 COMMANDER III

the front of the hopper. Fasten the two halves than the front edge. Lock the adjusting nuts in place
together in the center. Attach both halves to the with the jam nuts.
bottom portion of the blockout and tighten all bolts
securely.

NOTE: lt may be necessary to cut a 3 in.

(7.6cm) section of flighting from the auger
shaft, where it goes through the false end.

Vibrator Installation: Install a vibrator 4 to 6 in. (10

to 15cm) in from the edge of the sidewalk portion of
the form in the underslung (horizontal) positlon. The
top of the vibrator tip should be even with the bottom Adjust the lower set of limiting stops to limit how
of the form pan. Install a vibrator in the gutter portion far the depressor can be retracted. The rear edge of
of the form in the underslung (horizontal) position the depressor should be even with the leading edge
with the tip centered in the concrete. The vibrator of the main pan when it is fully retracted. The front
should be 4 to 6 in. (10 to 15cm) in from the edge. edge of the depressor should be 1/B to 1/4 in. (3 to
Place a vibrator in the underslung (horizontal) 6mm) higher than the rear. Lock the adjusting nuts in
position in the curb area with the tip centered in the place with the jam nuts.
concrete. An additional vibrator should be placed in
the center of the sidewalk in the same manner as the
vibrator that is placed in the edge of the sidewalk. 05 TRIMM ERH EAD PREPARATION

Changing Straight Grade Widths: The width of the

Driveway Depressor Adjustment: Adjust the upper trimmerhead is adjustable by the installation or
set of limiting stops on the driveway depressor (if so removal of bolt in sections. Inserts are available in 18
equipped) so it will leave the required amount of in. (46cm) and 24 in. (61cm) widths. Minimum trim-
"lip" in the gutter area when depressed. Adjust the ming width is 24 in. (61cm) and the maximum width
rear edge of the depressor so it is 1/8 in. (3mm) lower should not exgeed 10 ft. (3.04M). lt is recommended

3-6
 COMMANDER III

that the trimmer width be at least 6 in. (15cm) wider

than the pouring width. To change the width of the
trimmerhead, it must be removed from the machine.
Lay the trimmerhead over on its back. Remove the
eight cap screws securing the f langed idler shaft to
the end of the trimmer wheel. Remove the eleven
bolts securing the end plate to the trimmer shroud
and remove the end plate and shaft assembly. Use
blocking between the trimmer shroud and the wheel
to support the end of the wheel.

Move the end plate into place and attach to the

trimmer shroud. Tighten bolts securely. Attach the
flanged idler shaft to the end of the trimmer wheel
and tighten the bolts securely. Set the trimmer
lf the trimmerhead is to be shortened, locate the upright. Refer to the Maintenance chapter for in-
joint that will shorten the trimmer to the desired structions on adjusting wheel height.
length. Remove the eight bolts from the trimmer
wheel flange and the fifteen bolts from the shroud.
Lift the section(s) away. For minimum trimming Installing Profile Sections: Profile sections are
width, the 24 in. (61cm) drive section is the onl!' available for up to 10 in. (25cm) of grade difference.
The blade portion of the shrouds are stamped with a
section necessary.
number to aid in the assembly order. Refer to the
lf the width of the trimmer is to be changed, engineering drawing shipped with the shroud
determine which section(s) will be necessary (fig. sections, or with the profile blades for the numbers
810). Position the insert shroud(s) next to the main of the sections and their order. When changing f rom
trimmer and attach with fifteen bolts and tighten one profile to another, it may be necessary to only
securely. With the tooth mounts forming a con' change the prof ile blades. Simply unbolt and remove
tinuous spiral connect the trimmer wheel insert(s) to the blade section from the shroud and insert the
the main trimmer wheel and tighten the bolts proper section in its place. The blade numbers are
securely. stamped on the f lange where the sections are bolted

3-7
 COMMANDER III

together. Assemble the proper shroud and blade

sections. Tighten all bolts securely. Lay the profile
shrouds over on their back.

Refer to the engineering drawing shipped with the

sections for the numbers of the proper wheel sec-
tions and their order. The wheel numbers are
stamped on the mounting flanges. Assemble the
proper profile wheel sections and lift wheel
assembly into place. Be certain that the tooth
The shrouds of the prof ile sections are of a larger mounts form a continuous spiral. When attaching
dimension than the main trimmer shrouds. lt will be the prof ile wheels to the main wheel, insert the 3/+ in.
necessary to install a step plate to each end of the (2cm) spacer in between the flanges. Insert and
profile shroud sections. Tighten attaching bolts tighten the bolts.
sec u rery.

Remove the idler shaft end from the main trimmer-

head assembly. Attach a lifting device to the main
trimmerhead section and raise section to match the Take Time
profile shroud. Align holes in the end of the main
trimmer shroud with the holes in the step plate.
Install and tighten the bolts. Place blocking under
To Be
the smaller shroud to hold it up.
Safe!

3-8
 COMMANDER III

-," POSITtON 6

POSITION 5

POStTtON 4

POSrTrOl.l 3

POSTilON 2
POSTTION I

Lift the end-plate assembly into place and attach it

to the step plate. Tighten the mounting bolts
securely. Align the holes in the end trimmer wheel
flange and the flange of the idler shaft. Insert and
tighten the bolts. 336 A-l'1499114

machine frame in relation to the slope of the grade

the machine is operating on and by the type of
profile. The track mounts are normally adjusted so
that the hydraulic grade control cylinder supporting
the frame above each track remains near the center
of its stroke. By positioning the track mounts with
the grade control cylinders near the center of their
stroke, accurate grade can be maintained with
subgrade variations of up to 12 in. (61cm) in either
direction. The track mounts are adjustable in 4 in.
(1Ocm) increments. All three track mounts should be
placed in the same vertical position, provided the
tracks are all operating on subgrade that is parallel
to and at approxim3tely the same elevation as the
concrete subgrade. Also, the machine frame cross
slope should be at the same slope as the grade the
machine is operating on.

Set the trimmer assembly upright. Slide the

discharge auger onto the output shaft and secure it
with the bolt, lockwasher, and nut. Tighten the bolt
and the setscrews securely. Install the wing plow
into place and secure with the Pin.

06 POSITIONING THE LEGS

Vertical Positioning: The vertical positioning of

the track mounts will be determined by the dif-
ference in elevation, between the subgrade on which
each track runs and the concrete subgrade. The
positioning is also affected by the slope of the

3-9
 COMMANDER III

Normally the track mounts are all placed in vertically to position the cylinders near the center of
position number one when pouring curb and gutter their stroke.
or sidewalk requiring a straight grade profile and lf the left f ront track is running on the same grade
placed in position number two whgn trimming and elevation as the concrete subgrade, but the right
pouring monolithic profile. The mounts are usually front and rear tracks are running on grade that is
placed in the highest position for barrier wall (#6) higher than the concrete subgrade, it will be
when pouring under the machine, or the lowest necessary to adjust the left front track mount ver-
position (#1)when pouring side mount barrier. tically. lt may also be necessary to vertically adjust
the trimmerhead mounts (see section 08) and the
slipform mold, to keep allthe hydraulic grade control
cyl i nders operati ng near the center of thei r stroke.

,. t

lf the cross slope of the machine f rame is different

than the slope of the grade the machine is operating
on, it may be negessary to adjust one or more of the
legs vertically. Adjust the leg(s) to position number
two or three as necessary to keep the hydraulic
grade_control cylinder near the center of its stroke.
When adjusting the vertical position of the track
mounts to a higher position, the right front track
should be extended to the maximum out position
and the rear track should be as close to the center of
the machine as possible. Using the "jog" switches
on the grade amplifiers, raise the machine frame to
the maximum height. Place the lift locks (or servo
lock) in the "on" position. lf the track mounts are to
be adjusted to a lower position, lower the machine
frame to within 2" (5 cm)of being completely down.
Place adequate blocking or a support under the
left front leg extension or support it with a lifting
device. Place the "left lift lock" (or servo lock) switch
in the "off" position. Using the "jog" switch on the
"front grade" amplifier, lower the machine frame
onto the support system until all weight is removed
from the track. Remove the eight mounting bolts.
Using the "jog" switch, raise or lower the track guide
tube until the proper holes in the guide tube align
lf one or more of the tracks are running on grade with the holes in the frame mount. Replace the bolts
that is higher or lower than the concrete subgrade, it and tighten securely. Lift machine high enough to
may be necessary to adjust the leg(s) vertically to remove support system and place "left lift lock" (or
keep the hydraulic grade control cylinders near the servo lock)switch in the "on" position.
center of their stroke.
lf the left front track is running on the same grade
elevation as the concrete subgrade, but the right
Safetv ls
front and rear tracks are running on grade that is
lower than the concrete subgrade, it may
necessary to adjust the right and rear track mounts
be a ^q.
No Accidentl!
3-10
 CAUTION: lT lS ADVISABLE THAT AT
LEAST THREE PERSONS PERFORM THE
REPOSITIONING OPERATION. ONE TO
OPERATE THE MACHINE AND "JOG"
SWITCHES, ONE TO STABILIZE THE TRACK
MOUNT AND ANOTHER TO REJ'/IOVE AND
REPLACE TH E ATTACHING BOLTS.

cap screws. Using the "jog" switch, raise or lower

the track guide tube until the proper holes in the
guide tube align with the holes in the frame mount.
Replace the cap screws and tighten securely. Be
certain that the lock washers are in place on the cap
screws. Lift the machine high enough to remove the
support system and place the "rear lift lock" or
"servo lock" switch in the "on" position.
Place adequate blocking or a support under the
right leg extension tube or support it with a lifting
device. Place the "right lift lock" (or servo lock)
switch in the "off" position. Using the "jog" switch
on the "slope" amplifier, lower the machine frame
onto the support system until all weight is removed
from the track. Remove the eight mounting bolts.
Using the "jog" switch, raise or lower the track guide
tube until the proper holes in the guide tube align
with the holes in the frame mount. Replace the bolts
and tighten securely. Lift the machine high enough
to remove the support system and place the "right
lift lock" (or servo lock) switch in the "on" position.
It is advisable to place a chain around the outer
guide tube and the top of the frame mount to aid in
stabilizing the track mount if a water tank is in-
stalled.

WARNING: BEFORE REMOVING BOLTS

FROM THE RIGHT TRACK MOUNT, BE CER.
TAIN THE WATER TANK IS EMPTY. IF SO
EOUIPPED.
^\
l!/tateral Positioning: The right front track assembty
should be extended to the maximum out position for
Place adequate blocking or a support under the most paving operations. To extend the track, start
rear of the machine frame, or support it with a lifting the machine traveling in either forward or reverse.
device. Do not place blocking under rear track Move the "front extend" control valve (f ig. 208)to the
positioning cylinder or under hydraulic tank drain "out" positio.n until the track assembly has extended
plugs. Place the "rear lift lock" or "servo lock" the maximum 3'ft. (0.9M) distance. Tighten the
switch in the "off" position. Using the "jog" switch locking cap screws in the bottom of the outer guide
on the "rear grade" amplifier, lower the machine tube securely after extending the track. Be certain to
frame onto the support system until all weight is loosen the cap screws before retracting the track.
removed from the track. Remove the eight mounting

3-11
 ' I.:"
IEUnHEUI"
COMMANDER III

The pivoting left front track extension can be

adjusted to position the left f ront track f rom straight
ahead (aligned with the outside of the main frame)to
12, 24or 36 in. (30, 61 or91cm) to the outside (left) of
The rear track assembly should normally be the main frame, or 12 or 24 in. (30 or 61cm) to the
positioned as close to the center of the machine as
possible. Shift the track so enough clearance exists inside (right) of the frame. To swing the leg, the track
between the front of the track and the rear of the must be raised clear of the ground. Support the left
slipform mold to allow the track to turn without front corner of the machine frame with the trim-
merhead or blocking. Do not place blocking under
running into the concrete when doing radius work.
Move thq "rear shift" control valve (f ig. 208) to either
the swinging front leg extension. Move the "jog"
the "left" and "right" to posltion the rear track as switch on the "front grade" amplifier to the down
position to lower the machine. Continue to hold the
desired. lt is advisable that the machine be moving
duri ng positioning operations.
switch in the down position until the track is lifted
clear of the ground.
.t WARNING: FOR STABILITY, ALWAYS EX-
RrcHT FRoNT TRAcK To rHE
1Jlreruo rHEOUT POSITION BEFORE SHIFTING
THE REAR TRACK. KEEP THE REAR TRACK
-MAXIMUM
AS CLOSE TO CENTER AS POSSIBLE.

Connect the inlet and outlet lines from the "left

front leg swing control" valve (fig. 213) to a vibrator
circuit outlet. Turn the corresponding variable valve
to the number 5 position. Place the "travel direc-
tional control" valve in the "neutral" position, pull
The rear track can be moved to the left of center by the "auxiliary travel/vibrator" selector valve out to
repositioning the hydraulic shift cylinder connection the "vibrator" position and lift the "variable speed
on the rear sliding mount. To change the connection, control" valve handle uo off of the micro switch
retract the rear shift cylinder to within 3 in. (7.6cm)of button. Rotate the remaining variables to the "off"
being fully retracted. Remove the pin from the rod
position. On current'machines, place the "vibrator
end of the cylinder and completely retract the rod. override" switch in the "off" position.
Move the rod end of the cylinder forward slightly and
extend the cylinder until the pin can be installed in To swing the assembly to the left from any
the opposite connection. position, remove the locking pin f rom the frame end

3-12
 COMMANDER III

until the locking pin can be installed in a position

that corresponds to the front pin position. The front
track mounting plate must be parallel to the f ront of
the machine frame.

07 PREPARING AND MOUNTING THE CONVEYOR

of the nount and move the swing control valve

handle to extend the swing cylinder, swinging the
leg tothe left, untilthe locking pin can be inserted in
the desired position. Make sure the pin is all the way
in.
Remove the locking pin from the track end of the
mount and move the control valve handle to retract
the swing cylinder, turning the leg mount, until the
locking pin can be installed in a position that The conveyor is removed from the machine for
corresponds to the rear pin position. The front track shipment. The conveyor mount assembly is
mounting plate must be parallel to the f ront of the mounted to the machine frame upside down for
machine f rame. shipping purposes. Support the assembly with a
lifting device and remove the four mounting bolts.
Turn the mount assembly over so it is angled
downward and reinstall it on the frame. The conveyor
mount is normally positioned in the 5th and 6th
holes from the right (engine) side of the front mount
plate. Install and tighten the mounting bolts
securely. Remove the bolt through the conveyor lift
assembly yoke at the bottom of the upper conveyor
support. Lay the conveyor lift assembly to one side
until required. Lift fne upper support out of the pivot
mount.

To swing the assembly to the right from any

position, remove the locking pin from the track end
of the mount and move the control valve to extend
the swing cylinder, turning the leg mount, until the
locking pin can be installed in the desired position.
Make certain the pin is all the way in.
Remove the locking pin from the f rame end of the
mount and move the control valve handle to retract
the swing cylinder, swinging the leg to the right,

3-13
 COMMANDER III

Several coFponent parts are banded to the opposite end of the support and attach it to the
conveyor lor shipment. Cut the bands and remove all opposite side of the conveyor frame. Tighten the
of the parts f rom on top of the conveyor and lay them mounting bolts securely.
to one side until required. Raise the drive end of the
conveyor off the ground, using a suitable lifting
device. Lift discharge chute into place and insert the
mounting pins into the clips on the underside of the
conveyor. Swing the chute up into position and
secure with attaching bolts. Tighten bolts securely.

Using a suitable lifting device, raise the conveyor

assembly high enough for the lower end of the upper
support tube to clear the pivot mount. Carefully
lower the conveyor and start the support tube into
the pivot mount. Lower conveyor until it is supported
Remove the four support mounting brackets from by the upper support. Raise the yoke end of the lift
the conveyor frame. Install a support mounting assembly and attach it to the lower end of the upper
bracket to the highest set of holes in one side of the support tube. Install the bolt and tighten. Connect
upper half of the conveyor frame. Install one end of the conveyor lift hoses (% in. hoses)to the conveyor
the upper support into the hole of the bracket just lift cylinder. Be certain the lift cylinder is positioned
installed. Install a second bracket over the opposite below the two piece tube.
end of the suppor"t and attach it to the opposite side
of the conveyor frame. Tighten the mounting bolts
securely.

Slide the rubber discharge chute into place on the

conveyor discharge ring with the seam of the rubber
chute towards the f ront of the machine. To assemble
the clamp, insert the hooked end of the grooved
strap and the hooked end of the screw strap into
holes at opposite ends of the clamp band. Place the
clamp around the rubber chute and insert the
grooved end into the screw end and tighten the
clamp securely. Be certain that the end of the rubber
chute is 2 to 3 in. (5 to 7.6cm) above the ring and the
Install a support mounting bracket to the highest clamp is just abo.ve the ring.
set of holes in one side of the lower half of the
conveyor frame. Install one end of the conveyor lift Adjust the conveyor belt tension. The belt should
support into the hole of the bracket just installed. be tight enough to prevent slippage. Adjust the belt
The connecting eyelet for the hydraulic cylinder tension by adjusting the position of the idler pulley
should be down. lnstall a second bracket over the evenly on both sides.

3-14
 COMMANDER III

rotate five or six complete revolutions to allow the

belt time to center itself. After the belt is centered.
secure the adjustment nut with the jam nut.

Installing Conveyor Extension: When pouring

barrier wall, it is normally recommended that the 4 ft.
(1.2m) conveyor extension be installed. The conveyor
must be removed from the machine, if installed, to
install the extension. Run the conveyor so the belt
splice is centered on the top of the conveyor.
Disconnect the conveyor drive hoses at the
bulkhead quick couplers and the lift hoses at the lift
cylinder. Remove the bolt through the conveyor lift
assembly yoke at the bottom of the upper conveyor
Connect the conveyor drive hoses to the drive support. Using an adequate lifting device, remove
motor. Connect the hoses to the quick couplers on the conveyor from the machine. Remove the con-
the bulkhead. Start the engine and move the con- veyor discharge chute and the mounting brackets
veyor control valve to the "forward" position. tne from the bottom of the conveyor. Lay the conveyor
conveyor should run in a direction that would bring on a flat, level surface.
concrete up the belt. lf the belt runs the wrong
direction, reverse the hoses on the drive motor. NOTE: lt may be advisable to remove the
hoses from the drive motor before laying the
conveyor on the ground. Be certain to plug the
motor ports to keep dirt from entering the
motor.

To align the belt, start the engine and allow it to

run at 1000 rpm. Move the conveyor control valve to
the "forward" position and allow the belt to run.
Check the belt position on the idler pulley. lf the belt
is running to one side, turn the idler pulley adjust-
ment out, on that side, in small increments. Before
making additional adjustments, allow the belt to
3-15
 COMMANDER III

Loosen the belt tension by loosening the conveyor Install the 8 ft. (2.4m) belt extension so the splice
adjusting nuts completely. Bend the locking washer rivet heads are up. lnsert the splice pin and secure
on the end of the conveyor belt splice pin straight. by bending the locking washer.
Remove the splice pin.
Slide the 4 ft. (1.2m)frame extension into place so
it engages the ears on the lower conveyor section.
Install the four bolts, lock washers and nuts on each
side and tighten securely. Slide the upper conveyor
section towards the extension so the ears on it
engage the upper section. Install the four bolts, lock
washers and nuts on each side and tighten securely.

Remove the four bolts through the connector joint

on each side of the conveyor frame. Pull the two
sections of conveyor apart approximately 5 ft. (1.5m).

Pull the ends of the belt together and install the

splice pin. Secure the pin by bending the locking
washer. Adjust the belt tension. The belt should be
tight enough to prevent slippage. Adjust the tension
by turning the adjusting nuts on the idler pulley. Be
certain the pulley is adjusted evenly on both sides.
Adjust the conveyor belt alignment as instructed in
the Maintenance chapter.

Using a suitable lifting device, raise the drive end of

the conveyor off the ground. Lift the discharge chute
 _ COMMANDER III

into place and insert the mounting pins into the clips positioned in the fifth and sixth holes from the right
on the underside of the conveyor. Swing the chute (engine) side of the front mount plate. Install and
up into position and secure with the attaching bolts. tighten the mounting bolts securely.
Tighten the bolts securely.

Using a suitable lifting device, raise the conveyor

Install a support mounting bracket to the highest assembly high enough for the lower end of the upper
set of holes in one side of the upper end of the support tube to clear the pivot mount. Carefully
conveyor f rame. Install one end of the upper support lower the conveyor and start the support tube into
into the hole of the bracket just installed. Install a the pivot mount. Lower the conveyor until it is
second bracket over the opposite end of the support supported by the upper support. Raise the yoke end
and attach it to the opposite side of the conveyor of the lift assembly and attach it to the lower end of
frame. Tighten the mounting bolts securely.
the upper support tube. Install the bolt and tighten.
Install a support mounting bracket to the second Connect the conveyor lift hoses to the conveyor lift
and fourth holes f rom the upper end of the conveyor cylinder. Be certain the lift cylinder is positioned
frame extension. Install one end of the conveyor lift below the two piece tube. Install and connect the
support into the hole of the bracket just installed. conveyor drive hoses to their respective bulkhead
The connecting eyelet for the hydraulic lift cylinder quick couplers.
should be done. Install a second bracket over the
opposite end of the support and attach it to the
opposite side of the conveyor frame. Tighten the 08 POSITIONING AND MOUNTING THE TRIMMER.
mount bolts securelv. HEAD

Install the conveyor mount to the front of the

frame so it is angled downward. lt is normally

3-17
 COMMANDER III

Positioning the Mounts: The standard position for

the left trimmerhead mount, when pouring standard
curb and gutter or sidewalk, is with the lower hole in
the mount aligned with the lower hole in the frame
mounting plate (position #1). Install and tighten all
the bolts. The trimmerhead mount is placed in this
position when the concrete subgrade is even with or
above the track running grade.

lf the concrete subgrade is lower than the track

running grade, it will be necessary to lower the trim-
merhead mount to keep the hydraulic grade control
cylinders at the center of their stroke.

FOR EXAMPLE: lf the concrete subgrade is 8 in.

(20cm) lower than the track running grade, mount assembly. Attach the front plate to the front
lower the trimmer mount 2 holes (holes are of the frame and rear mount plate to the rear. Attach
spaced 4 in. (10cm) apart). lt will also be the angled mount bracket to the mount plates so the
necessary to lower the form drawbar and the mounting slots are the same height as the left mount
hold down assembly a corresponding amount slots. Tighten all bolts securely. Remove the latch
(refer to section 14). lf the left front track is assembly from the standard mount and install it on
running in front of the trimmerhead on basically the narrow width mount.
the same grade as the concrete subgrade, it
may be necessary to adjust the track mount
vertically. Normally the position number of the
left front leg and the trimmerhead mount are
the same.

Adjust the right trimmer mount so the mounting

slots are the same height as the left trimmer mount
slots. Move the mount left or right as determined by
the width of the trimmerhead and the type of pour.
The mount is normally positioned no farther right
than the end of the drawbar. Tighten all bolts
securely.

lf the minimum width trimmerhead(24in.,61cm) is

to be installed, it will be necessary to install the
optional narrow width trimmer mount to the right
side. Remove the entire standard right trimmer
3-18
 COMMANDER III

A monolithic trimmerhead has an 8 in. (20cm)

difference in height between the left and right
mounting bars on the top of the trimmer shroud. The
left mount is normally positioned one hole below
(no. 2)the standard position (no. 1). The right trimmer
mount is raised to its highest possible position. This
places the right mount B in. (20cm) above the left.

Slowly move the machine forward and make sure

the mounting bars slide completely into the four
mounting slots.

When trimming in front of the barrier form, it will

be necessary to install the optional long frame
mounting plates to the right trimmer mount (front
#GT62-110; rear #GT62-111). Remove the trimmer
mount from the bottom of the front and rear frame
mount plate and remove the two plates from the
frame. Attach the long frame mount plates tb tne
frame so when the trimmer mount plate is attached When the trimmer mounting bars have slid all the
to them, it is at the same elevation as the left trim- way into the mounting slots, place the connector
mer mount plate. Tighten all bolts securely. latch down over the bar and secure it in place with
the latch lock. Do the same on both ends of the
trimmerhead, securing it to the machine.

Mounting Trimmerhead: lt is normally advisable to

position the trimmerhead on a relatively flat area
when mounting it to the machine. Move the machine
into position over the trimmerhead. Lower the
machine until the slots in the mounts line up with
the mounting bars across the top of the trimmer-
head. Normally it is advisable to keep the rear of the
machine higher than the f ront as the trimmer tilts a
smallamount when it is removed.

3-19
 When installing a straight grade trimmerhead of 5 After the lateral positioning of the trimmerhead is
ft. (1.52M), or wider, it will be necessary to extend it correct, install the anti-shift blocks to the rear
out under the left side of the machine frame. The mounting bar of the trimmerhead. Place one block to
amount that it is extended, will depend on the width the inside of the left trimmerhead mount and the
of the slipform mold and its position under the other block to the inside of the right mount. Tighten
machine. To determine the lateral position of the the clamp bolts securelY.
trimmer, locate the notch in the drawbar (fig. 387) on
the rear of the slipform mold. Measure from the
center of the notch to the left end of the slipform
hopper. The trimmerhead should extend out from the
left side of the machine at least 3 in. (7.6 cm) more
than this measurement.

Thoroughly clean the quick couplers on the

trimrher drive hoses and on the left f ront bulkhead to
prevent dirt from entering the hydraulic system.
When installing a profile trimmerhead, it may be Connect the trimmer drive hoses to their respective
necessary to place blocking urfder the left end of the quick couplers on the bulkhead. Whenever the
trimmerhead to hold it level. To determine the lateral trimmerhead is removed, always place the protective
position of the profile trimmer, locate the notch in covers over/in the quick couplers to prevent dirt f rom
the drawbar (fig. 387) on the rear of the slipform entering the hydraulic system.
mold. Measure the lateral position of the notch in
relation to the profile portion of the slipform mold.
When the profile trimmerhead is installed, the profile
section of it must be in approximately the same
lateral position as the profile section of the slipform
mold when it is installed.
After the slipform mold is installed, it may be
necessary to slide the trimmerhead left or right, so
the profile at the bottom of the slipform mold hopper
front plate will clear the final trimmed grade profile
by an equal amount all the way across. Sight under
the slipform mold to deterrnine if adjustment is
necessary.

NOTE: lt may be necessary to laterally adjust

the trimmerhead after the machine and slipform Clean all dirt from the case drain line fittings.
mold have been set to grade (section 14). Connect the case drain line from the trimmer to the
machine case drain line. Whenever the trimmerhead
is removed, always place the protective covers
over/in the case drain line connections to prevent
dirt from entering the hydraulic system.

CAUTION: DO NOT PLACE QUICK

COUPLERS IN THE CASE DRAIN LINE.
EXCESSIVE BACK PRESSURE, CAUSED BY
OUICK COUPLERS MAY CAUSE TRIMMER
GEARBOXSEAL FAILURE.
 COMMANDER III

09 MOUNTING SLIPFORM MOLD

Align the hole in the mold drawbar with the ap-

propriate hole in the drawbar. Insert the drawbar pin.
Place the slipform mold on a relatively f lat spot. lt
may be necessary to place blocking under one edge
of a monolithic prof ile mold to hold it level. Coi|' the
vibrator hoses and place them into the mold hopper.
Move the machine into position over the slipform
mold. Be sure that the mold is far enough forward, so
that when the machine is lowered, the drawbar on it
will clear the drawbar on the mold.

On slipform molds of 5 ft. (1.52m) or wider, it will

be necessary to install the drawbar extension to the
left end of the main drawbar. Insert the four bolts
through the drawbar extension into the main
drawbar. Tighten the top bolt first, to pull the
drawbar extension into alignment, and then tighten
the other three.

Lower the machine lar enough to align the

machine drawbar with drawbar on the back of the When installing a 5 ft. (1.52m) or wider mold, the
mold hopper. lt may be necessary to lower the notch in the mold drawbar must be positioned
machine drawbar, by loosening the upper adjusting around the drawbar support on the left side of the
nuts, if the trimmerhead prevents the machine from machine. Install one drawbar pin through the hole in
being lowered enough. Slowly drive the machine each end of the mold drawbar.
forward and make sure the machine drawbar slips in
When radius work is involved, insert one pin in the
between the drawbar plates on the mold. Normally center hole and one in the hole at either end of the
the mold is mounted as far to the left as possible for
drawbar. When pouring around a radius, remove the
clearance reasons. pin from the end of the drawbar so the form can
pivot. Reinsert the pin for straight line pours.

3-21
 COMMANDER III

keys. lt may be necessary to turn the adjustment

nuts on the hold down limiting rods to the end of the
rods to allow the hold down cylinder to extend
enough.

lf the machine is equipped with the mono steering

package, connect the clevis on the rod end of the
steering cylinder to the bracket on the right end of
the mold hopper. Loosen the fittings on the two
control hoses and extend or retract the cylinder until
3 in. (7.6cm) of rod is exposed. Tighten fittings. Be It will be necessary to install the hold over
certain the form is set for straight ahead. Align the assembly to the rear of the machine frame when
hole in the barrel end of the cylinder with one of the pouring against the existing roadway (scab-on).
holes in the right end of the drawbar (maintain 3 in. Normally the frame mount should be clamped to the
(7.6cm)exposure on rod). Insert the pin and secure in rear of the frame on the left side of the hold down
place with the hair pins. Connect the steering assembly. The lower end of the mount should be 2 to
cylinder hoses to the quick couplers on the lower 6 in. (5 to 15cm) above the hold down bar when the
front edge of the vibrator console. Be sure quick form is in the pouring position.
couplers are clean and install protective covers
when they are disconnected to prevent dirt from
entering the hydraulic system. For mono steering
cylinder operation instructions, refer to section 16.

Attach the cylinder mount to the right (inner)

Using the form hold down control valve, extend square hold down tube on the form. Connect the rod
(lower) the hold down cylinder until the trolley end of the hold over cylinder to the mount on the
wheels contact the hold down bar on the rear of the tube and secure with the clevis pin and hair pin.
form. Place the locking latches under the hold down Extend the cylinder 3 in. (7.6cm) (half stroke.)
bar and secure them in place with the pins and cotter Connect the barrel end of the cylinder to the anchor
3-22
 COMMANDER III

plate. Make sure the side of the form is parallel to the

side of the machine. 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 can be slid left or right as necessary to
properly position the form. Connect the hold over
cylinder hoses to the hold over quick couplers on the
rear of the console. Move the "hold over control"
valve to "out" position and observe the cylinder
movement. lt should extend, forcing the rear of the
form against the edge of the existing roadway. lf not,
swap the hoses on the hold over cylinder.

NOTE: lf the hold over system on the

machine is not installed, two lengths of hose,
with quick couplers may be attached to the
control valve. Connect the driveway cutter, or
depressor, to these lines and use,the hold over
control valve to control the depressor or cutter.

lf the hold over system is installed on the

machine, but is not being used, connect tl;€
cutter, or depressor, to the system and use it for
control. Turn the "hold over pressure control"
Thoroughly clean the quick couplers on the valve in the increase direction (clockwise) to
vibrator drive hoses and on the bulkhead quick the maximum.
couplers to prevent dirt from entering the hydraulic
system. Connect the vibrator drive hoses to the
vibrator outlet quick couplers. lt is recommended
that the vibrators be connected in a consecutive
order beginning with number 1 on the right side or
the top. Any vibrator outlet that does not have a
vibrator attached to it, must have the loop hose
connected.
When the vibrators are disconnected, place the
protective covers over the quick couplers, or con-
nect couplers togetherto keep dirt from entering the
hydraulic system.

The driveway cutter, or depressor attachment (if

so equipped) is normally powered by the "rear shift"
control valve. Position the rear track, left or right, to
the necessary operating position and disconnect the
quick couplers from the rear shift cylinder. Clean all
dirt from the driveway cutter or depressor cylinder
quick couplers and connect them to the quick Thoroughly clean the quick couplers on the auger
couplers from the "rear shift" control valve. When drive hoses and on the hoses from the control valve
the driveway cutter, or depressor, hoses are to prevent dirt from entering the hydraulic system.
disconnected, place the protective covers over/in Connect the. hoses f rom the auger drive motor to the
the quicx couplers to prevent dirt from entering the hoses under the control console from the control
hydraulic system. valve. When disconnecting the auger drive hoses,
always place the protective covers over/in the quick
Alt Pays To Be Safel couplers to prevent dirt from entering the hydraulic
system.

3-23
 COMMANDER III

10 MOUNTTNG THE SENSORS(STANDARD)

Mount a sensor pivot mount to the bottom of the

left front frame extension (swinging leg) and tighten
securely. lt is normally advisable to have the long
end of the pivot mount out towards the sensor arm
assembly for added stability. lt may be necessary to
mount the pivot mount on top of the frame extension
for higher stringline.

Slide a sensor arm assembly into the pivot mount.

Align the end of the sensor arm with the leading
edge of the stainless trowel section on the slipform
mold. Slide the sensor arm in or out until the end of
the arm is near the f inal off set distance f rom the side
of the slipform mold. Tighten the setscrews in the
pivot mount securely.

Slide a sensor arm assembly into the pivot mount.

Align the end of the sensor arm with the trimmer
drive motor. Slide the sensor arm assembly in or out
until the end of the arm is near the final offset
distance f rom the side of the slipform mold. Tighten
the setscrews in the pivot mount securely.

Mount a sensor pivot mount to the mount located

below the operators platform and tighten securely. lt
is normally advisable to have the long end of the
pivot mount out towards the sensor arm assembly
for added stability.

3-24
away, suspect that the line is inadequately ten- 11 MOUNTTNG SENSORS (SCAB.ON)
sioned. Adjust the line as necessary.

NOTE: When checking sensor wand spring

tension, it should be done half way between
stations so line holders do not interfere.

The sensor arm assemblies can be mounted under

the machine for scab-on pouring operations,
Connect the front sensors to their respective eliminating the need for a stringline guide. Steering
electrical connectors on the left front bulkhead. The control can be referred to the edge of the existing
steering sensor to the "steer" plug, and the grade roadway and grade control can be referred to the top
sensor to the "grade" plug. surface of the roadway. The edge and top surfaces
should be smooth and even when using them for
reference points.
rr/a cAUTtoN: wHEN THE sENsoRs ARE
Bf='," T il E','ft?i-\tir Hf#iJ Rt E;
To install the front sensors, attach the special
mount bracket (part #GT60-389) to the bottom of the
front frame cross tank. Tighten the bolts securely,
MOISTURE AND DIRT OUT.
Attach a sensor pivot mount to the bottom of the
inner tube and tighten securely. Insert the sensor
arm assembly into the pivot mount so the end of it is
towards the left side of the machine. Tighten the
setscrews securely. Mount the sensors to the sensor
arm as described in the previous section.

Connect the rear sensors to their respective

electrical connectors on the lower left side of the
control console. The steering sensor to the "steer"
plug, and the grade sensor to the "grade" plug.

CAUTION: WHEN THE SENSORS ARE

DISCONNECTED, PLACE THE DUST CAPS
OVER THE ELECTRICAL PLUGS TO KEEP
MOISTURE AND DIRT OUT.
To install the rear sensors, remove the mounting
lf pouring monolithic curb, gutter and sidewalk, bracket f rom between the f rame and the air reservoir
connect the form steering controller if so equipped, tank. Install the special mount (part #GT60-388) in
to the large plug on the lower left side of the control place of the bracket. Tighten the bolts securely.
console. Attach a sensor pivot mount to the bottom of the
3-27
inner tube and tighten securely. Insert the sensor To install the rear sensors, remove the mounting
arm assembly into the pivot mount so the end of it is bracket from between the frame and the air reservoir
towards the left side of the machine. Tighten the tank. Install the special mount (part #GT60-388) in
setscrews securely. Mount the sensors to the sensor place of the bracket. Tighten the bolts securely.
arm as described in the previous section. Attach a sensor pivot mount to the bottom of the
tube and tighten securely. Insert the sensor arm
12 MOUNTTNG THE SENSORS (RlGl"lT SIDE) assembly into the pivot mount so the end of its
extends straight out to the right side the machine.

The machine can be set'up to operate with

steering and grade control on the right side and
slope control on the left. This set'up procedure is
normally used for paving package operation. lt can
also be used for curb and gutter or barrier operation Mount a grade sensor to the adjustable grade jack
if necessary. The machine is normally operated with with the name plate to the front and the coil cord
the right front leg in the retracted (in) position with protruding from the top. Mount the sensor so the top
the sensors on the right. of it is level and tighten the mounting bolt securely.
To install the front sensors, attach the special Mount a right angle grade want to the grade sensor
mount bracket (part #GT60-389) to the bottom of the with the f lat portion of the wand parallel with the f lat
front frame cross tank. lt should be mounted as far portion of the sensor hub. The round tube should be
right as possible. Tighteruthe bolts securely. Attach toward the front and pointing away from the
a sensor pivot mount to the bottom of the tube and machine. Tighten the attaching "thumb" screw
tighten securely. Insert the sensor arm assembly securely.
into the pivot mount so the end of it extends out over Mount a sensor for steering control to square tube
the right track. Tighten the setscrews securely. mount with the name plate facing towards the
machine (towards the left) and the coil cord
protruding f rom the top. Mount the sensor so the top
of it is level and tighten the mounting bolt securely.
Mount a steering wand to the steering sensor with
the flat portion of the wand bracket parallel to the
flat portion of the sensor hub. The wand may be
attached to the hub on either side of the sensor as
necessary. Tighten the attaching "thumb" screw
securely. The spring on the steering sensor will need
to be tensioned in reverse to hold the steering wand
against the stringline.

Connect the front sensors to their respective

electrical connectors on the front right side of the
engine shroud. Connect the rear sensors to their
respective connectors on the rear right side of the
engine shroud. Connect the steering sensors to the
"steer" plugs and the grade sensors to the "grade"
plugs.

3-28
 places front grade control on the right front track
and slope control on the left track.

GAUTION: WHEN THE SENSORS ARE

DISCONNECTED, PLACE THE DUST CAPS
OVER THE ELECTRICAL PLUGS TO KEEP
MOISTUREAND DIRTOUT.

On early production machines, disconnect the

wires from the left front grade servo and the right
front grade servo. Connect the wires from the left
front grade servo to the right front grade servo (Red
on B, Yellow on A). Connect the wires from the right
front grade servo to the left front grade servo in the
reverse order (Yellow on B, Red on A). This places
front grade control on the right front track and slope
control on the left track.

13 MOUNTTNG THE SENSORS (LOCK-TO-GRADE)

Connect the cords from the right sensor con-

nectors to the rear of the control box. Disconnect the
cords labeled f ront grade sensor, front steer sensor,
rear grade sensor, and rear steer sensor. Connect
the cords from the right side of their place (the plugs
from the right side have numbers engraved on them).

The grade control for the machine can be set-up to

run lock-to-grade on any or all of the three legs,
using the track as a grade ski. lt will be necessary to
mount an adjustable grade jack on the appropriate
leg. Weld ?.13/+" x 13/q" x 12" (4.5cm x 4.5cm x 30cm)
square tube to the turn.ing portioh of the lower guide
tube bearing with the end of it pointing away from
the machine. Weld a piece af 3/8" x 6" (1cm to 15cm)
On current production machines, place the "left- round bar to the {rorit of the track yoke with the end
right stringline" switch in the right position. This pointed the same way as the square tube. Mount a

3-29
 COMMANDER III

grade jack to the square tube. Tighten the mounting

bolt securely.

preceding section (No.'12). Connect the left grade

sensors to the "grade" plug on the front bulkhead.
Disconnect the slope sensor cable (No. 7) from the
lf the machine is set-up for left-hand stringline, the rear of the control panel and connect the left front
three grade sensors are mounted the same for lock- grade cable (No. 2) in its place. Be certain that the
to-grade. Mount a sensor to the adjustable grade stringline switch is in the right position (current
jack with the coil cord protruding out the top of the machines) or the wires are switched on the servo
sensor and the name plate towards the leg. Mount a valves (early machines) as described in the previous
right angle grade wand to the grade sensor with the section (No.12).
flat portion of the wand parallel with the flat portion
of the sensor hub. The round tube should be towards 14 PRELIMINARY ADJUSTMENTS
the leg and pointing forward. Tighten the attaching
"thumb" screw securely. Place the wand under the
round bar. Adjust the spring tension to hold the
wand in firm contact with the bar.
lf the machine is set-up for right-hand stringline,
mount the right front and rear grade sensors as
previously described. Mount a sensor to the ad-
justable grade jack on the left f ront with the coil cord
protruding out the top of the sensor and the name
plate away from the leg. Mount a right angle grade
wand to the grade sensor with the f lat portion of the
, grade wand parallel with the flat portion of the
sensor hub. The round tube should be towards the
leg and pointing forward. Tighten the "thumb" screw
securely. Place the wand under the round bar. lt will
be necessary to wind the tensioning spring up in
reverse to hold the wand against the bar.

lf stringline control is on the left side and slope

control is on the right, connect the left sensors in
the normal manner. lf lock-to-grade is ran to the right
side instead of slope control, connect the grade
sensor to the f ront "grade" plug on the right side of Move the machine into position along the
the engine shroud. Disconnect the slope sensor guideline. Steer the front or rear of the machine left
cable (No. 7) from the rear of the control panel and or right as necessary until approximately the same
connect the front grade cable (No. 2) from the right distance exists between the guideline and the front
side in its place. Be certain that the stringline switch of the frame and the guideline and the rear of the
is in the left position (current machines) or the wires frame. Also have the machine set so the distance
are connected to the servo valves in the normal between the slipform mold and the guideline is
manner (early mach i nes). approximately the correct offset distance. Steer the
lf stringline control is on the right side, and slope f ront and rear tracks to the straight ahead position.
control is on the left, connect the right sensors to
the connectors on the right side as described in the
3-30
 COMMANDER III
- ,{r, steering sensors is parallel to the guideline. Adjust
the steering sensors left or right (in or out) until the
"deviation meter needle" on each steering amplifier
is centered. lf a large amount of adjustment, 1 in.
(2.5cm) or more, is necessary to center the steering
amplifier needles, loosen the setscrews in the
sensor pivot mount and adjust the sensor arm
assemblies in or out as needed (save crank ad-
justment for final fine adjustments). Tighten set-
screws securely. After preliminary steering sensor
adjustments are made, tighten the setscrew in the
brace brackets (if required). Adjust the brace turn-
buckles until all flex is removed from the sensor
arms. Recheck the sensor centering.
Adjust the f ront and rear grade sensors up or down
until the corresponding grade amplifier "deviation
meter needle" is centered. lf a large amount of
adjustment is necessary to center needles, loosen
Place the "run-standby" switch on the "slope" the setscrews in the grade sensor jack brackets and
amplifier in the "run" position and dial the "slope raise or lower the jacks as needed. Tighten the
dial" to the required amount of slope. Lower the setscrews securely.
machine using the front and rear grade amplifier Loosen the L-shaped clamp bolt in the grade jack
"jog" switches until the trimmerhead is resting on bracket and slide the jack left or right until the grade
the grade. Be sure the machine f rame is ap- sensor wand is centered beneath the guideline.
proximately the same distance above the guideline Tighten the clamp bdlt securely. Loosen the set-
at the front and at the rear. Be certain the tracks are screw in the steering sensor square tube mount and
set straight ahead and stop the engine. Leave the s/ide the sensor assembly up or down until the
ignition switch in the "on" position. guideline is 10 to 12in. (25 to 30cm) from the sensor
shaft. Tighten the setscrew securely. The sensor
NOTE: The trimmer should be resting on mounts should be adjusted until there is no less
grade at least Vz in. (13mm) high, to prevent lhan t/+ in. (6mm) and no more than 1Vz in. (3.8cm)
undercutting when moving the machine for- between the sensor wands.
ward.

When pouring against an existing roadway (scab-

It is advisable to screw the steering adjustment on), with no stringline guide, the front steering
crank in the end of the sensor arm assembly out sensor wand is adjusted to run against the edge of
(clockwise) 3 to 4 in. (7.6 to 1Ocm) before making the roadway. lt may be necessary to wind the spring
sensor adjustments. This will allow for minor on the sensor hub in reverse to hold the wand
steering adjustments if needed. Place the grade against the roadway. Adjust the vertical position of
sensor wands under the guideline and the steering the steering sensor so the wand does not catch on
sensor wands on the machine side of the line. Turn the grade or on protruding tie bars.
the L-shaped mount bracket until the shaft through
each of the grade sensors is at a 90' right angle to NOTE: lt is advisable to place a 6 in. (15cm)
the guideline and the shaft through each of the piece of hose over the end of the wand to
3-31
 COMMANDER III

protect it from wear.

The grade sensor is adjusted to run lock to grade

through the use of a grade ski and skate assembly.
To install the ski assembly, remove the break away
tube from the right angle grade wand. Attach the
skate assembly to the arm in place of the tube and
tighten securely. Snap the ski assembly into place
on the blade of the skate. Attach the grade arm
assembly to either hub of the grade sensor so the
flat surface of the arm is angled downward 45" from
the flat surface of the sensor hub. The ski and skate
assembly should be on the nameplate side of the
sensor. Turn the grade sensor so the nameplate is
towards the rear of the machine. When using the ski
and skate assembly be sure the running surface is
clean and free of imperfections. Any imperfections
in the running surface may be transferred into the
f inished product. Keep the grade sensor as close to move the "travel variable speed control" valve in the
the edge of the slab as possible. "increase" direction to start machine movement.
Move forward 20 to 30 ft. (6 to 9m) and stoo the
machine.

Hold a straight edge under the machine f rame just

The rear sensor for scab-on steering is adjusted so
to the rear of the outer (left) trimmerhead mount.
Extend the straight edge over the guideline and
the wand will run against the square hold down tube
measure the distance between the machine side of
on the slipform mold. Adjust the spring on the the straight edge and the guideline. Record this
sensor hub to hold the wand against the square tube.
measurement.
Adjust the vertical position of the steering sensor so
the square tube is 10 to 12 in.(25 to 30cm) from the
sensor shaft. The rear grade sensor is mounted and NOTE: When setting the machine parallel to
adjusted the same as the front. The adjustment the guideline, it should be performed in an area
procedures for scab-on set-up are basically the same where the guideline is strAight (not in a radius).
as for standard set-up. The only difference is that all
references are made f rom the roadway instead of the
guideline. Keep the grade sensor as close as
possible to the edge of the slab.

Start the engine and place the "run-standby"

switches on all five of the amplifiers in the "run"
position. Place all three of the "lift lock" switches or
the servo lock switch in the "off" position and the
"forward-reverse auto steer" switch in the "forward"
position. Move the "trimmerhead control" valve to
the "forward" position (if trimmerhead is installed)
and increase the engine speed to maximum. Slowly

3-32
 COMMANDER III

Place a straight edge under the frame below the Place a straight edge against the outer edge (left)
rear sensor connector plugs. Extend the straight of the frame, just to the rear of the sensor con-
edge over the guideline and measure the distance nectors and extend it down to the guideline height.
between the machine side of the straight edge and Measure the distance between the machine side of
the guideline. This measurement should be within % the straight edge and the guideline. This measure-
in. (6mm)of the front measurement. lf not, adjust the ment should be within % in. (6mm) of the front
grade sensors, up or down as necessary, and measurement. lf not, adjust the steering sensors left
recheck the measurement. or right. After adjusting the sensors, move the
machine forward 20 to 30 ft. (6 to 9m) to allow the
NOTE: lt is advisable to raise the low end of steering system to correct itself and recheck the
the machine, rather than lower the high end, to measurements.
prevent the trimmerhead from undercutting the
grade.

Move the "hold doyn" control valve to the "down"

position and adjust the "hold down pressure con-
trol" valve to the minimum (counterclockwise)
position. With the machine slowly moving forward,
adjust the drawbar up or down with the adjustment
bolts at each end of the drawbar, until the bottom of
the slipform mold, on each side, is lightly riding on
the trimmed subgrade. After the mold has been
adjusted to the trimmed grade, lock the adjustment
nut and lock nut together on each side. Adjust the
tensioning spring until there is a 1/16 in. (1.5mm)gap
between the coils. Lock the adjustment nut and jam
nut together.
Place a straight edge against the outer edge (left)
of the frame, just to the rear of the outer (left) NOTE: lf the trimmerhead is not cutting any
trimmerhead mount and extend it down to the string- grade, lower the machine evenly, front and rear,
line height. Measure the distance between the until it is cutting. The form should be set to a
machine side of the straight edge and the guideline. trimmed grade. Make certain that the grade is
Record this measurement. not under cut.
 COMMANDER III

Check the position of the hold down cylinder on

the rear of the slipform mold. With the slipform mold
parallel to the grade, the hold down cylinder should
be extended no less than 4 in. (1Ocm), or no more
than 10 in. (25cm). lf the cylinder is extended less
than 4 in. (1Ocm), move the mount up on the frame. lf
the cylinder is extended more than 10 in. (25cm),
move the mount down on the frame. With the side of
the form parallel to the side of the machine, the hold
down trolley assembly should be centered on the
hold down bar on the rear of the form. lf not, slide the
hold down cylinder mount left or right as necessary.
Tighten the mounting bolts securely.

15 FINAL ADJUSTMENTS
the trimmed grade directly below the reference point
(top of back of curb, gutter line, etc.). lf the measure-
ment is incorrect, adjust both grade sensors equally
as required. Moving the sensors up, lowers the
grade, and moving the sensors down raises the
grade. One turn of the grade jack crank changes the
grade approximately 1/8 in. (3mm). After a grade
adjustment has been made, move the machine
forward 20 to 30 ft. (6 to 9m) and recheck the grade.
Readjust as necessary. ,

NOTE: lf the grade must be lowered, it will be

necessary to have the machine moving forward
slowly.

When adjusting the grade for pouring against an

existing roadway, raise or lower the machine until
the edge of the slipform is even with the roadway.
lf the curb and gutter or barrier wall is being
poured on a smooth surface, such as concrete or
asphalt, the grade is normally adjusted so that the
bottom of the form clears any high spots in the grade
Place a level in the gutter portion of the slipform by at least 1/8 in. (3mm). Adjust the grade sensors up
mold at the rear of the main form. Raise the lower or down as necessary. Be certain that the bottom of
end of the level until it is plumb. Measure the the form is parallel to the machine frame when
distance between the form side of the level and the changing grade.
top of the form to determine the amount of slope. lf
the amount of slope is incorrect, adjust the slope
dial on the machine until the desired amount of
slope is attained.

NOTE: When checking the slope on.a curb

and gutter form, be sure to allow for edge
slump, which may be t/t lo3l8 in. (6 to 9mm).

When checking the cross slope of a sidewalk

form, place a level across the rear of the main form.
Raise the lower end of the level until it is plumb.
Measure the distance between the level and the top
of the form. lf the amount of slope is incorrect,
adjust the slope dial on the machine until the
desired amount of slope is attained. Set a level, plumbed vertically, against the
guideline, in line with the machine drawbar. Measure
Hold a level, plumbed horizontally, above or below the distance between the guideline side of the level
the guideline and extended over the trimmed grade. and the reference point (top of back of curb, gutter
Measure from the guideline side of the level down to line, etc.) on the slipform mold. This measurement
3-34
should be the required offset distance. lf not, adjust Back the machine approximately 15 to 20 ft. (4.6 to
the front and reat steering sensors evenly as 6m) beyond the starting point of the pour, if possible
necessary. Moving the sensors towards the and stop the machine. Place the "forward-reverse
guideline, increases the distance between the line auto steer" switch and the "travel directional
and the form. Moving the sensors away from the control" valve in the "forward" positions. Using the
guideline, decreases the distance between the form "jog" switches on the "front" and "rear grade"
and line. After each adjustment, move the machine amplifiers, lower the machine until the trimmerhead
forward 20 to 30 ft. (6 to 9m) and recheck the offset. and slipform mold are resting on the grade. Move the
"trimmerhead control" valve to the "forward'l
NOTE: Make sure the form is parallel to the position. Place the grade sensor wands under the
guideline before checking the offset. guideline and the steering sensor wands (if
necessary) on the machine side of the line. Notice
When adjusting the offset for pouring against an the position of the "deviation meter" needle on the
existing roadway, adjust the steering until the lip on "front" and "rear grade" amplif iers. lf either, or both,
the edge of the form (if so equipped) is approxi- of the needles are centered, or above center, place
mately 1/8 in. (3mm)from the roadway edge. the corresponding "run-standby" switch in the "run"
position. lf either, or both, of the needles are below
16 POURING OPERATIONS
center, start the machine slowly moving forward.
Using the "f ront grade" amplif ier "jog" switch, lower
the front of the machine slowly until the "deviation
meter" needle centers, or goes above center. Place
the "run-standby" switch in the "run" position.
Using the "rear grade" amplif ier "jog" switch, lower
the rear of the machine slowly until the "deviation
meter" needle centers, or goes above center. Place
the "run-standby" switch in the "run" position. Move
the machine forward until the starting point of the
pour is lined up with a point approximately 2 ft.
(60cm)to the rear of the slipform motd hopper. Using
the "hold down" control valve, adjust the rear of the
slipform mold up or down, until the bottom of it is
parallel to the guideline. Pivot the rear of the form
right or left so the side of it is parallel to the guide-
line.
After the machine has been set to line and grade,
it will be necessary to move it back to the start of the CAUTION: DO NOT ALLOW ENTTRE
job. Set the "forward-reverse auto steer" switch to WEIGHT OF MACHINE TO REST ON THE
the "reverse" position. Place the "travel directional SLIPFORM MOLD AS IT COULD BE
control" valve in the "reverse" position. Place the DAMAGED.
"front" and "rear grade" amplifier "run-standby"

ro8" srfill
switches in the "standby" position and the "hold
down" control valve in the center (neutral) position.
Using the "jog" switches on the "front" and "rear It Pryr -'- |
grade" amplif iers, raise the machine high enough so
the trimmerhead and slipform mold will clear all
obstacles. Start to back the machine to the start of
the pour. While moving the machine, raise or lower
the f ront and/or rear of the machine as necessary to
keep the steering wands from coming off of the
guideline, or to keep the trimmerhead or the form
f rom striking an obstacle.

GOMACO TIP: Loosen the setscrew in the steering

sensor square tube mount and lower the steering
sensor. The machine can then be raised higher for
backing to the start of the pour. Mark the tube
location before lowering it so it can be returned to
the same position.
NOTE: lt may be necessary to manually steer
the machine to the start of the pour, when
pouring scab on.
 ltiun"Eut" CoMMANDER nl

lf the pour is to start from an existing curb and the "variable speed control" valve in the "increase"
gutter, sidewalk or barrier, it will first be necessary direction just enough to start the vibrators without
to be sure that the grade at the end of the existing moving the machine. Allow the vibrators to force the
product is correct. The grade at the end of the concrete back into the form, until they can force no
existing product to a point at least 10 ft. (3m) beyond more into it. Keep the slipform hopper at least three-
the end must be at least on grade lo 1/z in. (1.3cm) fourths f ull by starting and stopping the conveyor as
low. Back the machine to the start of the pour, as necessary.
previously described, until the rear of the slipform
mold is against the existing curb and gutter. GOMACO TIP: By spraying the underside of the form
and the grade with water, before dumping concrete
NOTE: The slipform mold will notfit over the into the form, it may be possible to f ill the form more
product that was poured with it at a previous fully. lt may also help to spray a small amount of
time. Concrete slump causes the product to water onto the first small amount of concrete in the
expand wider than the slipform prof ile. hopper to help it slip into the form more easily.

It is advisable to coat the inside and outside of the When first beginning a barrier wall pour, it is
form and the machine frame below the conveyor recommended to start f rom a preset header template
with form oil. The conveyor frame, receiving hopper form. The header temolate should be cut at least 7z
and the discharge hopper should also be coated. in. (13mm) smaller than the slipform mold on the top
Avoid placing oil on the inside surface of the belt as and both sides. Set the header template at the
it could cause slippage. beginning point of the pour and brace it adequately
as there will be an extreme amount of pressure
against it when the concrete is vibrated against it
CAUTION: DO NOT PLACE OIL ON when filling the form. After the template is set,
OPERATORS PLATFORM. slowly back the machine over it until it is ap-
proximately 18 in. (46cm) from the rear of the slip-
GOMACO TIP: Place plastic or burlap over the form mold hopper. Stop the machine. Set all controls
machine frame directly below the conveyor to aid in as previously described. Charge the f orm with
clean up at the end of the day. concrete and vibrate it to completely fill the form
around the header temolate.
Move the "conveyor directional control" valve to
the "forward" position, and pull the "vibrator- lf a barrier pour is to start, or continue, from an
auxiliary travel" valve, out to the "vibrator" position. existing wall, it is necessary that the grade at the
Rotate each "vibrator variable control" valve, that end of the existing wall is correct. Back the machine
has a vibrator attached, counterclockwise to the to the start of the.pour, as previously described, until
maximum position. On current production the rear of the slipform mold is against the existing
wall.
machines, place the "vibrator override" switch in the
"off" position. Discharge concrete onto the con-
veyor belt from the supply truck. Fill the hopper of NOTE: The slipform mold will not fit over the
the slipform mold at least three-fourths full. Move product that was poured with it at a previous

3-36
 COMMANDER III

concrete. lf the hold down pressure is too high, the

top surfaces will appear to "puff up" as the concrete
slips f rom under the form. lf the hold down pressure
is too low, the stainless troweling section will ap-
pear to "leave" the concrete, causing the top sur-
faces to appear streaked. Adjust the travel speed
and vibration as required.

After pouring 15 to 20 ft. (4.6 to 6m) check the

finished product for proper slope, line and grade. lf
time. Concrete slump causes the product to adjustments are needed, make them in small incre-
expand wider than the slipform prof ile. ments over a great distance. For example, if the
grade requires a change ol t/q in. (6mm), adjust it 1/8
Set all controls for pouring as previously in. (3mm) every 5 ft. (1.5m) or more. To check the
described. Remove the cover plate from the top of cross slope, place a level in the gutter section, or
the form. Begin filling the form and vibrating the across the surface of a sidewalk and raise the lower
concrete back into the form. Insert a stinger type end until the level is olumb. Measure from the
vibrator into the opening in the top of the form and bottom of the level to the top surface of the con-
"work" the concrete to the rear of the form. Continue crete. To check the slope of a straight backed
to "work" the concrete until the form is completely barrier, plumb a level vertically along the back of the
full. Stop the main vibrators on the machine and wall and check for the correct amount of batter. To
withdraw the stinger vibrator. Reinstall the cover check the slope of a standard barrier, plumb a level
plate on the top of the form. By filling the barrier vertically along the edge of a wall base and measure
form in this manner, a majority of the hand ,work over to the center of the wall. Adjust the slope of the
needed to comolete the ioint is eliminated. machine with the.slope dial as necessary.

When the form is completely full, move the

"variable speed control" valve in the "increase"
direction to position number 2, or above, to start the
machine forward movement. As soon as the con-
crete begins to slip from the rear of the form, move To check the grade, place a level above, or below
the "hold down" control valve to the "down" the guidelinb and plumb it out over the edge of the
position. Adjust the hold down pressure, by turning finished product. Measure from the guideline side of
the "hold down pressure control" valve clockwise to the level down to the reference point on the concrete
increase pressure, or counterclockwise to decrease (top of back of curb, flow line, etc.). Adjust the front
pressure, to hold the form in firm contact with the and rear grade sensors, up or down, evenly to get the

3-37
 COMMANDER III

proper measurement. lf the grade must be raised, in place with the locking nuts.
lower the sensors. lf the grade must be lowered,
raise the sensors. NOTE: Loosen adjustment nuts to be sure
form is in f irm contact with the concrete. before
NOTE: When checking the grade to the top making adjustments.
back of the curb, be sure that the curb has not
slumped down too far by measuring the back
side of the curb for the correct measurement.

Production rate (or travel speed) is determined by

many factors, of which a few are:

1. Delivery rate of the concrete mix. lf the con-

crete mix cannot be readily discharged f rom the
supply truck, the production rate will be
lowered. The size of the slipform mold will have
To check the offset, plumb the level vertically a direct affect on how far each load of concrete
along the side of the line. Measure the distance willgo.
between the guideline side of the level and the
concrete reference point (top back of curb, f low line, 2. Amount of pressure required to turn the
etc.). Adjust the front and rear steering sensors trimmerhead. A narrow width trimmerhead,
evenly, right or left as necessary. lf the concrete line trimming a small amount of material, will
must be moved away from the line, move the sensors operate at low pressure, allowing for higher
towards the line. lf the concrete line must move production rate. A wide trimmerhead, trimming
closer to the line, move the sensors away from the a large amount of material, will operate at high
line. pressure, reducing the production rate. ldeally
the subgrade to be trimmed during pouring
operations should be t/z to 1 in. (13 to 25mm)
h igh.

3. How wet or dry the concrete mix is (slump).

With high slump (wet) concrete, the travel
speed can be increased, which in turn will
increase the production rate. With low slump
(dry) concrete, the travel speed must be
decreased, which in turn will decrease the
production rate. The recommended concrete
slump, for curb and gutter or sidewalk, is 172 to
2 in. (3.8 to Scm). and 1 in -+ 1/q in. (2.5cm -r
6mm) for barrier.

4. Amount of 'hand work to be done behind the

Adjust the hold down limiting bolts to carry the machine. lf pouring a curb which requires the
rear of the slipform mold, should any low grade be cutting of many driveway openings, it is im-
encountered. With concrete under the slipform portant that the machine not get too far ahead.
mold, turn the adjustment nuts until they just lf the machine were to get too far ahead, it
contact the support plate. Lock the adjustment nuts would allow the concrete to begin to set,
3-38
 making the cutting of each driveway opening
progressively more diff icult.

i;t-z <;:;:
,r,' ;t 'l ''i" ir,,,;%,
:r; 1.::,
t.,.:.1..'. rii,,f?:-' "

During paving operations, it occasionally

becomes necessary to stop and start the machine
travel. When stopping, rapidly move the "variable
speed control" valve in the "decrease" direction to
the stop, depressing the micro switch button. This
causes the vibrators to stop at the same instance as
the machine travel ceases. When starting thq
machine travel, rapidly move the "variable speed
control" valve in the "increase" direction to position
number 2 or above. This will start the vibrators at the
same instance as the machine travel begins. After
the machine is moving, adjust the travel speed as
necessary. Figure 3149 gives an example of running
When the concrete mix becomes too wet (high the vibrators without moving the machine.
slump), it may be necessary to increase travel speed
and/or decrease vibration to avoid a "puffy" surface.
lf the concrete is extremely wet, the edges or curb
may slump excessively, or even fall over. The
solution would then be to get the concrete mix drier,
or refuse to accept it. Figure 3147 gives an example
of extremely wet concrete.

During pouring operations, it is important that

nothingf or no one, comes in contact with the
guideline. Be sure there is no debris against the
guideline which could become entangled in the
sensor wands. Be certain that persons working
around the machine do not come in contact with the
line. Figure 3150 shows an example of what can
happen when someone, or something comes in
contact with the guideline.

When the concrete mix becomes too dry (low

slump), it may be necessary to decrease travel speed
and/or increase vibration to eliminate "voids" in the
A ccidents
concrete surface. lf the concrete is extremely dry,
large "voids" may appear in the surface, or the
concrete may pull apart completely. The solution
A Are
Costly!
would then be to add water to the concrete mix, or if
necessary, refuse to accept it. Figure 3148 gives an
example of concrete that is too dry.

3-39
 IEUtllbUr
COMMANDER III

that when it is compacted, the grade is % to 1 in. (1.3

to 2.5cm) high. Figure 3152 gives an example of the
amount of concrete lost when pouring over the low
areas.
- Low areas can also cause the top line of the
finished product to sag, especially if the hold down
limiters are not used. lt is recommended to spot
check the entire job for high and low grade spots.
Refer to the Stringline Set-Up chapter for instruction
on checking subgrade elevations.

During trimming and pouring operations, it is

normally recommended to trim no more than 1 to 11/z
in. (2.5 to 3.Bcm). lf more than 2 in. (5cm) of material
must be removed, it is best to remove it with a
motorized blade or scraper. lf an attempt is made to
remove an excessive amount of material with the It is important that the sensitivity on the amplifiers
trimmerhead, it could cause frequent stalling of the be set as sensitive as'possible, that the spring
trimmerhead drive system. This would reduce the tension on the sensor wands not be too tight, and
production rate. Also, if the rear track is running on that the stringline guide be kept adequately ten-
the windrow created by excessive trimming, it could sioned. Figure 3152A shows the gradual swales that
cause a build up in the track, which could result in can be caused by low amplifier sensitivity, sensor
track damage. Figure 315'1 gives an example of high wand spring tension too tight, or loose stringline.
graoe.

NOTE: lf a motorized blade or scraper is not

available, the grade can be pretrimmed by
raising the machine 1 in. (2.5cm). After the
grade is pretrimmed, back the machine to the
start of the pour, lower it the 1 in. (2.5cm) and
begin pouring operations. The windrow from
pretrimming should be removed in some
manner.

When pouring around a radius with a 5 ft. (1.5m)

wide, or wider form, remove the outside pin from the
form drawbar. As the machine travels around the
radius, the form will pivot. As the machine exits the
radius, the form should return to straight ahead.
Install the removed pin when the holes are aligned.
lf the machine is equipped with the form steering
system, use it. to steer the form left or right as
necessary. Remove the outside pin from the form
drawbar. When the radius is to the left, intermittently
When low spots are present in the subgrade, it is press and release the "left" button on the steering
advisable to fill them with fill material prior to controller, keeping the vertical portion of the
pouring operations. Enough fill should be added so stainless trowel section against the vertical face on
3-40
 COMMANDER III
the right side of the finished product. When the
radius is to the right, intermittently press and
release the "right" button on the steering controller,
keeping the vertical portion of the stainless trowel
section against the vertical faces on the left side of
the f inished product. When exiting a radius, operate
the steering controller as for a radius of the opposite
direction, until the form is straight ahead and the pin
can be reinserted.
When pouring around a radius, the concrete line
moves towards the rddius point. To maintain the
correct radius line, it may be necessary to adjust the
guideline. To determine the amount of line ad-
justment that may be necessary, dry run (no con-
crete) the machine around the radius. Place the
"hold down" control valve in the "down" position
and adjust the "hold down pressure control" valve
so there is 50 psi (3.4 bar) on the hold down cylinder.
As the machine travels around the radius. the rear of NOTE: lf the machine must be stopped
the slipform mold pivots. Measure from the radius before the deipressor is fully depressed or
point to the inside mark left by the slipform mold, retracted, it is advisable to place the control
near the center of the radius, to determine the valve in neutral (center). When retracting the
amount that the line will need to be changed. Move depressor, it may be necessary to move the
the line in the center of the radius out, away from the control valve intermittently between neutral
radius point the required amount. "Blend" the line (center) and retract, to regulate the retraction
into the starting and ending points of the radius from speed.
the center point.

Occasionally obstacles are situated between the

When necessary to depress a driveway into the guideline and the finished product. lt will be
sidewalk portion of a monolithic curb, gutter and necessary to swing the sensor arms, or remove them
sidewalk pour, the subgrade in the driveway must be to clear the obstacles. When the f ront sensors get to
undercut. When the trimmerhead reaches the the obstacle, stop the machine. Place the "left lift
driveway area, it is recommended that the trimmer- lock" switch in the "on" position on early machines,
w.heel be stopped and the excess material be or the amplifier "run-standby" switch in "standby"
removed f rom in front of it before continuing. on current machines and olace the front steer am-
plifier "run-standby" switch in the "standby"
When the leading edge of the depressor gets to position. Mark the position of the sensor pivot
the start of the driveway, activate the control valve to mount on the frame mount and swing the sensor arm
start the depression. Adjust the needle valve to back out of. the way. lf the sensor arm cannot be
control the rate of depression. After the machine has swung out of the way, it may be necessary to remove
moved through the driveway a(ea, move the control the arm. Mark the sensor arm oosition in the oivot
valve to start retracting the depressor when the front mount and loosen the setscrews. Disconnect the
of the slipform hopper is at the end point of the sensor plugs at the bulkhead connectors and
driveway. remove the sensor arm.

3-41
 switches and move the machine to an area where it
can be cleaned.
lf the pour is to be stopped in an open area, it is
advisable to trim forward an additional 20 to 30 ft. (6
to 9m) past the stopping point. By doing this, when
the Dour is continued, the subgrade is already
trimmed for the machine set-up. To continue trim-
ming past the end of the pour, stop the conveyor and
vibritors. Place the "hold down" control valve tn the
"neutral" (center) position and continue to trim
forward the desrred amount. When the desired
amount has been trimmed, raise the machine and
move it to an area to be cleaned as previously
described.

Move the machine forward until the obstacle is

past the sensor mount. Swing the assembly back
into position until the marks are aligned, or slide the
sensor arm back into the mount until the mark is
aligned. Reconnect the sensors. Place the grade
wand under the line and the steering wand on the
machine side of the line. Place the "run-standby"
switch on the front steer amplifier in the "run"
oosition and the "left lift lock" switch in "off"
position on early machines or the "run-standby"
switch on the front grade arnplifier in "run". Con-
tinue to pour forward until the rear sensors are to the
obstacle. Repeat the procedures for the rear sen-
SOTS.

The sensors should be removed before washing

the machine. lt is advisable to mark the sensor
location on the mounts prior to their removal. This
will speed set-up time if the pour is to be continued
at a later date. Be sure to place protective dust caps
over the electrical plugs to keep moisture and dirt
out.

lf the end of the pour is up against an existing curb

and gutter or sidewalk, stop the machine forward
motion when the left front track, or if possible the
trimmerhead, is up against the end of the existing
oroduct. Place the "hold down" control valve in the
center position and the "trimmerhead control" and The machine' should be cleaned as soon as
"conveyor directional control" valves in their "off" possible after pouring operations have ended. lt is
position. Push the "auxiliary travelvibrator" selector advisable to fill the water tank on the machine (if so
valve in to the "auxiliary travel" position. Place the equipped) at the start of the pour, so water for
"run-standby" switches in the "standby" positions. cleaning purposes is available at the end of the pour.
Raise the machine using the appropriate "jog" To fill the water tank, turn the air control valve, on
3-42
 COMMANDER III

top of the tank, clockwise to the stop, with the tank

valve wrench to release the air pressure from the
tank. Push in on the flapper door and insert a fill
hose when all of the air pressure has been removed.
When the tank is full, remove the fill hose and allow
the f lapper door to close. Turn the air control valve,
counterclosewise to the stop, to pressurize the tank.
Allow the engine to run at 1500 rpm to maintain the
air pressure.
Uncoil the hose from the hose hanger on the side
of the tank and wash the concrete off of the
machine. lt is recommended that the underside of
the form be washed off f irst. Clean the underside of
the form thoroughly, as any concrete left to dry on
the underside will affect the final concrete finish
when the pour is resumed.
The spray pattern emitted from the hose nozzle is
adjustable from a spray to a stream, by rotating the
nozzle housing. The amount of water delivery is
determined by how far the nozzle handle is
deoressed.

SAFETY IS

NO ACCIDENT!!

3-43
 COMMANDER III

NOTES
 CHAPTER IV
PAVING PACKAGE SET UP

01 CONTENT OF CHAPTER

This chapter covers the preparation, set-up, and

paving operations for a Commander lll paving
package. Included are instructions for a 12 ft. (3.65
M) package and a 16 ft. (4.9 M) package. Also in-
cluded are instructions for mounting a trimmerhead
for pretrimming and for installing the optional rear
leg mount.
. NOTE: The trimmerhead and the slipform mold
cannot be installed at the same time.

02 PRIME MOVER PREPARATION (12 ft. package)

bar and slowly back the machine free of the trimmer-

head. Using a suitable lifting device, remove the left
trimmerhead mount. Remove the entire right trim-
merhead mount.

W:
WffiW W-#
Yre,t&

When installing a paving package, it will be

necessary to remove the conveyor and mounts, and
the trimmerhead and mounts. To remove the con-
veyor, disconnect the hoses from the lift cylinder.
Disconnect the conveyor drive hose. Remove the
bolt from the yoke at the bottom of the lift support
tube. Using a suitable lifting device, lift the conveyor
clear of the machine. Set the conveyor off to one
side if it is to be used with the paving package. Extend the right front track to the maximum right
Support the upper end of the conveyor to prevent position. Position the rear track as close to center as
damage to the discharge chute, or remove it. possible. Place a support under the left front corner
Remove the conveyor mount from the fiont of the of the frame and lower the machine down onto it
frame. until all weight is removed from the track. Stop the
engine. Disconnect one track drive hose at the
bulkhead and install an extension hose and

Take Time to reconnect it to the bulkhead. Disconnect and install

the opposite track drive extension hose.

be Safe! NOTE: Do not place support blocking under the

swinging leg.

Disconnect one lift cylinder hose at the bulkhead

Disconnect the trimmer drive hoses and the case and install an extension hose. Reconnect the hose
drain line. Lower the trimmerhead down on the to the fitting on the bulkhead. Disconnect the op.
ground. Swing the lock latch free of the mounting posite lift cylinder hose and install an extension
4-1
 COMMANDER III

hose. The swinging leg extension (or solid leg extension if

Disconnect one steering cylinder hose and install applicable)will not be used with the paving package.
an extension hose. Reconnect the hose to the f itting
on the bulkhead. Disconnect the opposite steering
cylinder hose and install the extension hose.

NOTE: The track drive hoses, lift hoses and

steering hoses can be marked in some manner
for identification and then removed until the leg
is repositioned. Place protective caps over/in
the hose ends and fittings to keep dirt from
entering the hydraulic system.

Using a suitable lifting device, lift the outer front

frame extension tube into place on the front of the
frame. The form mount tube bracket should be down
and to the right side of the frame. Position the ex-
tension tube as far to the left as possible. Insert the
twelve s/+ in. x 21/z in. bolts on each end of the tube.
Install the lock washers and nuts and tighten
securely.

Connect a suitable lifting device to the top of the

left front leg. Place a chain around the steering arm
and the yoke on the bottom of the leg to keep it f rom
extending. Remove the eight mounting bolts and lift
the leg and track assembly clear of the machine. Lay
the leg down, or block it in an upright position, to the
front of the machine.

Disconnect the pressure and return hoses for the

swing valve for the left leg f rom the vibrator circuit (if
connected). Using a suitable lifting device, remove Lift the front inner telescoping tube and slide it
the swinging leg extension and set it off to one side. into the outer tube until the right end of the inner
4-2
 COMMANDER III

tube is even with the right end of the outer tube. The Slide the outer tube into the support on top of the
track mount should be towards the front. right end of the front outer extension tube. Attach
the butt (piston) end of the hydraulic push cylinder to
the mount on the frame and the rod end of the
bracket on the push tube. Extend the inner push tube
and connect it to the bracket on the top of the f ront
inner extension tube. Connect the conveyor lift
hoses to the push cylinder.

Install clamp bars in openings on top of outer front

tube. lnsert the clamp bolts and install the nuts and
lock washers. Do not tighten the bolts at this time.
lf the left front track is to operate in front of the
slipform mold, it will be necessary to install the
extension to the left end of the telescoping tube. Lift
the extension into p{ace and secure with twelve s/a
in. x 2l/z in. bolts, lock washers and nuts. Tighten
securely.

Lift the leg and track assembly into place and

secure it with the eight 3/q in. x 2t/z in. bolts, lock
washers and nuts previously removed from the leg.
Tighten securely. The legs are positioned in position Remove the rear shift cylinder by disconnecting
#1 for paving depths up to 6 in. (15 cm). the hoses at the quick couplers. Remove the pins
and remove the cylinder. Disconnect the hydraulic
hoses to the hold down cylinder at the rear of the
console and cap the f ittings. Remove the hold down
assembly from the rear of the frame. The hold down
assembly is not used with the paving package. Place
blocking under the rear of the frame and lower the
machine onto it until all weight is removed from the
track. Stop the engine. Mark and disconnect the two
lift cylinder hoses from the rear of the console. Gap
the fittings. Mark and disconnect the two hoses from
the steering cylinder, at the cylinder. Remove the
track drive hose hanger from the right side of the
frame. Place a chain around the steering arm and the
Slide an inner telescoping push tube into an outer. yoke on the bottom of the leg to keep it from ex-
4-3
 COMMANDER III

tending. Attach a suitable lifting device to the top of

the rear leg. Remove the eight mounting bolts and
lift the leg and track assembly clear of the machine
frame. Lay the leg down, or block it in an upright
position, to the right of the machine frame. Remove
the sensor mount tube from the left corner of the
f rame.

down over the frame slide bar. Attach the lower

retainer bars with 1 in.'x 4t/z in. bolts, lock washers
and nuts.

Remove the four bolts from the bottom retainer

bar on the sliding rear leg mount plate and lift it off
of the frame. The sliding plate is not used with the
paving package.

Slide the outer extension tube left or right, until

the ends of the retainer bars are flush with the left
end of the slide bar on the frame. Tighten the bolts
through the retainer bars securely.

Install the upper retainer bar to the mount on the

left end of the outer rear frame extension tube with
fout, 1 in. x 4t/z in. bolts, lock washers and nuts. Do
not tighten at this time. lnstall the upper retainer bar
to the mount on the right end of the outer rear frame
extension tube with five 1 in. x 4t/z in. bolts, lock
washers and nuts. Do not tighten at this time.

Using a suitable lifting device, lift the outer rear

frame extension tube into place on the rear of the
frame. The rear leg mount should be to the right side
of the frame and the form mount tube bracket should
be down. Lower the previously attached retainer bars

4-4
 COMMANDER III

Mount the rear leg and track assembly to the right

rear of the outer extension tube with eight 1 in. x 2t/z
in. bolts, lock washers and nuts. Tighten the bolts
securely. The leg is positioned in position #1 for
paving depths up to 6 in. (15 cm). Reconnect the
hoses to the steering cylinder and the hoses for the
lift cylinder.

Install a clamp bar in the opening on top of the

outer rear tube on the left end. Insert the clamp bolts
and install the nuts and lock washers. Do not tighten
at this time.

Lift the rear inner telescoping tube high enough to

slide it into the outer tube approximately 6 ft.
(1.83M). The connection lug for the telescopic push
tube should be up.

Slide an inner telescoping push tube into an outer.

Slide the outer tube into the support on top of the
right end of the rear outer extension tube. Attach the
butt (piston) end of the rear track shift cylinder (now
the push cylinder) to the mount on the frame and the
rod end of the bracket on the push tube. Extend the
inner push tube and connect it to the bracket on top
of the rear inner extension tube. Connect the rear
track shift hoses to the push cylinder.

NOTE: lt may be necessary to remove the rear

Install the special machined bar clamp into place cover f rom the console and route the hoses out
in the inside hole in the top of the outer tube. Thread through the opening.
a 1 in. jam nut onto each of two 1 in. x 2Vz in. bolts.
Screw the bolts into the clamp bar over the special
bar. Do not tighten at this time. Reposition the right leg vertically if necessary.
Follow the instructions in the Standard Set-up
chapter, section 06, page 3-11.

A ccidents Install the non-adjustable form hangers between

the tubes of the right hand form mount. The at-

A Are taching clip.s on the tubes should be down. The

mounting slots in the form hangers should be
towards the front end of the tubes. The front of the
Costly! form mount tube is the end with the greatest
distance between the hanger mount clips and the
end of the tube. Insert three 1 in. x 3 in. bolts through
4-5
 COMMANDER III

Remove the air reservoir tank from under the right

side of the frame. Remove the bracket from the
bottom of the f rame and also f rom the rear of the f uel
tank. Allow the air tank to hang loose.

Lift the front of the right form mount tube into

place between the clips under the front frame ex-
tension tube. Insert one 1 in. x 4t/z in. bolt through
the front hole. Install a lock washer and nut, but do
not tighten. Lift the rear of the mount tube into place
between the clips under the rear frame extension
tube. lnsert two 1 in. x 4t/z in. bolts through the
holes. Install a lock washer and nut. Install a 1 in. x
4t/z in. bolt through the remaining hole in the f ront of
the tube. Install a lock washer and nut and tighten all
four bolts securely.

each hanger and install a lock washer and nut on

each. Ti g hten securely.

Install the longer L-shaped bracket to the rear of

the fuel tank. Attach the air reservoir tank to the L-
shaped bracket and the bracket on the form mount
tube. Tighten the bolts securely.

When installing the left form mount tube, it must

be determined whether the left track is to run in f ront
of the form (on grade) or outside of the form. Place a
mark approximtely 4 in. (1Ocm) in from the inner edge
of the end f lange'gussets on the rear inner extension
tube. Place a mark approximately 4 in. (1Ocm) in'f rom
the inner edge of the f ront track mount weldment if
the track is to be outboard of the form. Place the
mark approximately 4 in. (10cm) in from the end of
the bolt-on extension tube if the track is to run in
 COMMANDER III

position will retract the cylinder and moving it to the

"right" position will extend the cylinder. The
procedure for telescoping the rear f rame is the same
as for the f ront. After the f rame has been extended to
the proper measurement, tighten the frame clamps
securely.

NOTE: lt may be necessary to move the

machine forward or backward, or block it up and
remove the weight from the track when ex-
tending or retracting the f ront frame. Be certain
the frame clamps are loose.

front of the form (on grade). These marks will be

used as guides for positioning the left form mount
tube.
Measure the distance between the center of the
form mount pin on the right side of the form and the
center of the mount pin on the left side of the form
(form assembled to proper width). The distance
between the center of the right form mount tube on
the machine and the marks made on the front and
rear extension tubes should be the same as this
measurement.

Using a suitable lifting device, lift the left form

mount tube into place on the left side of the
machine. Align the center of the mount tube with the
marks made earlier on the front and rear extension
tubes. The front of the form mount is the end with
the greatest distance between the hanger mount
clips and the end of the tube. Install the tube clamp
The frame extension system uses a hydraulic to the front and rear of the mount and secure each
cylinder and a two piece push tube (f ront and rear) to with four 1 in. x 51/z in. bolts. lock washers and nuts.
extend or retract the telescoping frame tubes. When Tighten securely.
extending the front frame, hold the "conveyor lift"
valve in the "up" position until the cylinder is
completely extended. Remove the pin f rom the push
tube. Move the "conveyor lift" valve to the "down"
position to retract the outer push tube. When the
hole in the outer push tube aligns with a hole in the
inner push tube, insert the pin and repeat the
procedure until the desired measurement is attained
between the right mount tube and the mark on the
inner telescoping tube.
When retracting the front frame, hold the "con-
veyor lift" valve in the "down" position until the
cylinder is completely retracted. Remove the pin
f rom the push tube. Hold the "conveyor lift" valve in
the "up" position to extend the outer push tube.
When the hole in the outer push tube aligns with a
hole in the inner push tube, insert the pin and repeat
the procedure until the desired measurement is
attained.
The rear frame extension system uses the "rear Screw a 1 in. nut onto each adjustment bolt on the
shift" control valve. Moving the valve to the "left" two adjustable form mounts, to within 1 in. (2.5cm)of

4-7
the mount end of the bolt. Place a lock washer on machine. Assemble the ft'ont and rear frame ex-
each bolt, followed by a retainer bar. Slide a hanger tension tubes as described for a 12 ft. (3.65M) paving
into place, from the bottom up, between the form package. Do not reinstall the left track and leg
mount tubes. Insert three /a in. x 3 in. bolts into the bssemtty at this time. The left form mount tube is
holes in the mount clips. Install a lock washer and not used with a 16 ft. (4.9M) paving package' Using
nut on each bolt. Place a retainer bar over each the frame telescoping system, adjust the front or
adjustment bolt, followed by a lock washer and nut' rear inner tube until the end flanges are the same
Do the same front and rear. The mounting slots in distance from the left side of the frame.
the form hangers should be towards the front of the
tubes. The reiainer bars should be at a right angle to
the mount tube.

Bolt-in extensions of the proper length should be

installed to the front and rear frame extension tubes'
It a12ft. (3.65M) form is b.9ing installed, install the 42
in. (107cm) insert sectioris. lt a 14 ft. (4.27M) form is
being installed, install the 66 in. (168cm) sections
and i-nstall the 90 in. (228.6cm) sections when a 16 ft'
(4,9M) form is installed' To install the extension, lift
it into place and secure with eight s/q in. x 2Vz in'
bolts, lock washers and nuts. Do the same front and
rear. Do not tighten at this time'
Measure the distance between the bottom of the
right mounting tube and the slot in the stationary
hingers. Record this measurement' Adjust th9
adjultaOle hangers on the left side up or down until
the measurement between the bottom of the
mounting tube and the slot in the hanger is the same
as the rignt siOe. Adjust the hanger so it is parallel to
the mounting tube. Tighten all bolts securely.

03 PRIME MOVER PREPARATION (16 ft. package)

Lift the left frame member into place on the left

end of the extension tubes. The track mount plate
should be towards the f ront. Insert sixteen s/q in. x
21/z in. bolts, lock washers and nuts and tighten
securely. Tighten the bolts in the extensions in'
stalled previouslY.

A ccidents
A Are
Costly!
When installing a 16 ft. (4.9M) paving package, the
left leg is moved from the front to the left side of the
4-8
 COMMANDER III

should be towards the front of the machine. Adjust

the mounts so they are equal distance from the
bottom of the mounting tube.

04 MOUNTING THE OPTIONAL REAR LEG EX.

TENSION

Mount the track and leg assembly to the front of

the leg mount on the left side of the frame. Secure
the leg is place with eight s/a in.x2t/z in. bolts, lock
washers and nuts previously removed from the leg.
Tighten securely. The leg is positioned in position #1
An optional rear leg extension mount can be in'
for paving depths up to 6 in. (15 cm). stalled to the right rear corner of the machine to
move the rear leg 29 in. (74 cm) to the right. With the
leg mounted to the rear of the extension, clearance

'***ffiry' is gained for the optional trailing form and the bar
inserter. lf the leg is mounted to the front of the
mount (16 ft. paving package only), the machine may
be loaded crossways on a 10 ft. (3.05M) trailer for
transport. To install the mount, remove the rear leg
and track assembly from the machine. Install the
extension hoses to the lift and steer cylinders. Lift
the extension into place and secure with eight 1 in. x
3 in. bolts, lock washers and nuts through the back
plate. Install eight s/a in.x2t/z in. bolts, lock washers
and nuts through the sideplate. Tighten all bolts
securely.

Screw a 1 in. nut onto each adjustment bolt on the

adjustable form mounts, with the long adjustment
bolts, to within 1 in. (2.5 cm) of the mount end of the
bolt. Place a lock washer on each bolt, followed by a
retainer bar. Slide a hanger into place, from the
bottom up, between the form mount tubes. lnsert
three s/a in. x 3 in. bolts into the holes in the mount
clips. Install a lock washer and nut on each bolt.
Place a retainer bar over each adjustment bolt,
followed by a lock washer and nut. Do the same front
and rear. The mounting slots in the form hangers
4-9
 COMMANDER III

Attach the rear leg to the rear of the extension trimmer mount between the main frame and the
with eight 1 in. x 2th in. bolts, lock washer and nuts. outer telescoping tube. lt should be installed in the
Tighten the bolts securely. The leg is positioned in third and fourth holes over (to left) from the right
position #1 (lowest) for paving depths up to 6 in. (15 telescoping tube mount with tour s/q in' x 2t/z in'
-washers,
cm). lf the leg is to be attached to the front of the bolts, flat lock washers and nuts (f lat
extension tube (16 ft. package only), the mount plate washers on slotted hole side.) Tighten securely.
must be in place on the rear of the leg. lf the mount is
not on the rear of the leg, consult the factory for
parts and instructions.

05 PREPARING AND MOUNTING THE TRIM.

MERHEAD

Attach the standard rear bracket for the right

trimmer mount to the rear of the front frame member
in line with the front bracket with lwo 3/q in.x2t/z in'
bolts, flat washers, lock washers and nuts (flat
washers on slotted hole side). The mount bracket
should be attached in the second set of holes from
the top. Attach the trimmer mount to the front and
rear brackets with tive 3h in. x 2 in. bolts, flat
washers, lock washers and nuts (flat washers on
slotted hole side) so it is even with the left mount.
A trimmerhead of up to 10 ft. (3.05M) in width can Tighten all bolts securelY.
be mounted on the machine with either the 12 ft.
(3.65M) or the 16 ft. (4.9M) paving package frame
members installed. After the telescoping frame
members and form mount tubes have been installed,
install the special left trimmer mount to the frame
pfates with ten 3/+ in. x 1t/z in. cap screws, lock
washers and flat washers. Install the mount so two
holes in the mount are showing below the frame
plates. Tighten the cap screws securely'

Prepare the trimmerhead as described in section

05 of the Standard Set-Up chapter (chapter 3; page 3-
6). The trimmerhead is normally mounted with the
discharge end of the trimmer approximately 2 ft.
(0.6M) to the right of the right trimmerhead mount.
Mount the trimmerhead as described in section 08 of
Install the special front bracket for the right the Standard SetUp chapter (chapter 3; page 3'17).

4-10
 COMMANDER III
06 MOUNTING THE SENSORS rear of the boarding ladder. Slide the sensor arm
assembly in or out until the end of the arm is near the
final offset distance from the end of the trim-
merhead or the edge of the slipform mold. Tighten
the setscrews securely

When the machine. is set-up with a paving

package, the grade and steering sensors must be
mounted on the right side of the machine. The left
grade is controlled by the slope system, or may be
controlled by a third grade sensor. To install the
front sensors, attach a sensor pivot mount to the . Mount a sensor, for grade control, to the mount on
mount on the bottom front of the right form mount the bottom of the adjustable grade jack with the
tube. The long end of the mount should be pointed to nameplate facing forward and the coil cord
the right. Tighten the mounting bolt secur'ely. Insert protruding from the.top. Mount the sensor so the top
a sensor arm assembly into the pivot mount so the of it is level and tighten the mounting bolt. Mount a
end of it extends out over the right track just in front right angle grade wand to the sensor with the flat
of the leg. Slide the sensor arm assembly in or out portion of the wand parallel with the flat portion of
until the end of the arm is near the final offset the sensor hub. The round tube should bb towards
distance from the end of the trimmerhead or the the front and pointing away from the machine.
edge of the slipform mold. Tighten the setscrews Tighten the attaching ',thumb" screw securely. Both,
securely. the front and rear, grade sensors are mounied the
same.

Mount a sensor pivot mount for the rear sensors to

the mount on the bottom rear of the right form mount
tube. The long end of the mount shouid be pointed to
the right. Tighten the mounting bolt securely. Insert Mount a sensor for steering control to the square
a sensor arm assembly into the pivot mount so the tube mount with the nameplate facing towards the
end of it extends out over the rear track just to the machine (towards the left) and the coil cord
4-11
 COMMAND

protruding f rom the top. Mount the sensor so the top

of it is level and tighten the mounting bolt securely'
Mount a steering wand to the steering sensor with
:!,'-::-*:
the flat portion of the wand bracket parallel to the
flat portion of the sensor hub. l-he wand may be
attached to the hub on either side of the sensor as
necessary. Tighten the attaching "thumb" screw
securely. The spring on the steering sensor will need
to be tensioned in reverse to hold the steering wand
against the stringline. Both, the front and rear,
steering sensors are mounted the same.
On current production machines, place the "left-
right stringline" switch in the "right" position. This
places front grade control on the right front track
and slope control on the left track. The jog switch
and the deviation meter on the slope amplifier will
work in reverse.

Connect the front sensors to their respective

electrical connectors on the right front corner of the
engine shroud. Connect the rear sensors to their
respective connectors on the right rear corner of the
engine shroud. Connect the steering sensors to the
"steer" plugs and the grade sensors to the "grade"
plugs.

CAUTION: WHEN THE SENSORS ARE

DISCONNECTED, KEEP THE DUST CAPS IN
PLACE TO PREVENT DIRT OR MOISTURE
FROM ENTERING.
On early production machines, disconnect the
wires from the left front grade servo and the right
front grade servo. Connect the wires from the left
servo to the right front grade servo (yellow on A, red
on B). Connect the wires from the right front grade
servo to the left front grade servo in the reverse order
(yellow on B, red on A). This places front grade
control on the right front track and slope control on
the left track, The jog switch and the deviation meter
on the slope amplif ier will work in reverse.

Safety
Saves
Connect the cables from the right sensor con-
Time
nectors to the rear of the control box. Disconnect the
cords labeled front grade sensor (#2), front steer
sensor (#8), rear grade sensor (#10) and rear steer lf the left side of the machine is to be controlled
sensor (#3). Connect the cords from the right side in by a grade sensor, rather than by the slope system,
their place (the plugs from the right side have the left grade sensor kit for a paving package (kit
numbers engraved on them). #GT61-201-C) should be installed. lf the mounting

4:12
 the name plate towards the front if the elevation is to
be controlled from a guideline. Mount a right angle
grade wand to the grade sensor with the f lat portion
of the wand parallel to the f lat portion of the sensor
hub. The round tube should be towards the rear
(mounting bolt side of sensor) and pointed away
bracket is not welded to the front of the leg guide from the machine. Tighten the attaching "thumb"
tube, install it following the instructions provided. screw securely. lt will be necessary to adjust the
Attach the sensor mount plate to the bracket with spring tension in reverse.
lour t/z in. x 172 in. bolts and lock washers. Tighten
securely. The vertical positioning of the mount plate
will be determined by the height of the guideline.

lf the track is to be used as a grade ski for lock-to-

grade operation, mount the sensor with the name
plate away from the leg. Weld a piece of 3/B in. x 6 in.
(1cm x 15cm) round bar to the f ront of the track yoke
with the end of it pointed towards the grade sensor.
(The track for any or all of the legs can be used as a
grade ski in the same manner.)
Attach a pivot mount to the mount plate. The
distance that the leg will be from the guideline will
determine if the long end of the mount will be in or
out. Insert the grade sensor arm assembly into the
end of the pivot mount so the end of the it is pointed
to the left. Slide the sensor arm assembly in or out
until the end of it is near the final offset distance.
Be Sure to
Tighten the setscrews securely.
Be Safe!
Mount a sensor to the adjustable grade jack with
the coil cord protruding out the top of the sensor and

4-13
 COMMANDER III

Connect the left grade sensor to the "grade" plug proximately the correct offset distance. Steer the
on the front bulkhead. Disconnect the slope sensor front and rear tracks to the straight ahead position.
cable (no. 7) from the rear of the control panel and
connect the left front grade cable in its place.

lf operating with slope control, place the "run-

standby" switch on the "slope" amplifier in the
It is recommended that when the left side of the "run" position and dial the "slope dial" to the
machine is controlled by a grade sensor, instead of required amount of slope. Lower the machine using
the slope sensor, that the slope dial be discon' the front and rear "grade" amplifier "jog" switches
nected. Open the amplifier box. Loosen the four until the trimmerhead is resting on the grade. Be
screws securing the terminal strip, from the am- sure the machine frame is approximately the same
plifier, to the slope dial and remove it. Wrap the distance above the guideline at the front and at the
terminal strip with electrical tape to prevent it from rear. Be certain that the tracks are straight ahead and
coming in contact with the box or other electrical stop the engine. Leave the ignition switch in the
comoonents. "on" position.
07 PRELIMINARY ADJUSTMENTS FOR TRIMMING NOTE: The trimmerhead should be resting on
OPERATIONS grade at least t/z in. (13mm) high, to prevent
undercutting when moving the machine for-
Move the machine into position along the ward.
guideline. Steer the front or rear of the machine left
or right as necessary until approximately the same It is advisable to screw the steering adjustment
distance exists between the front of the frame and crank in the end of each sensor arm assembly out
the guideline and the rear of the frame and the (clockwise) 3 to 4 in. (7.6 to 1Ocm) before making
guideline. Also have the machine set so the distance sensor adjustments. This will allow for minor
between the trimmerhead and the guideline is ap- steering adjustments if needed. Place the grade
4-14
 COMMANDER III

sensor wands under the guideline (left sensor also if

applicable) and the steering sensor wand on the
machine side of the line. Turn the L-shaped mount
bracket until the shaft through each of the grade
sensors is at a 90' right angle to the guideline and control" valve in the "increase" direction to start
the shaft through each of the steering sensors is machine movement. Move forward 20 to 30 ft. (6 to
parallel to the guideline. Adjust the steering sensor 9M)and stop the machine.
left or right (in or out) until the "deviation meter
needle" on each steering amplifier is centered. lf a
large amount of adjustment, 1 in. (2.5cm) or more, is
necessary to center the steering amplifier needles,
loosen the setscrews in the sensor pivot mount and
adjust the sensor arm assembly in or out as needed
(save crank adjustment for final fine adjustment).
Tighten the setscrews securely.

Adjust the f ront and rear grade sensors up or down

until the corresponding grade amplifier "deviation
meter needle': is centered. lf a large amount of
adjustment is needed to center the needles, loosen
the setscrews in the grade jack brackets and rdise or
lower the jacks as needed. Tighten the setscrews
securely.
Loosen the L-shaped clamp bolt in the grade jack
bracket and slide the jack left or right until the
sensor wand is centered beneath the guideline.
Tighten the clamp bolt securely. Loosen the set-
screw in the steering sensor square tube mount and
slide the sensor assembly up or down until the
guideline is 10 to 12 in. (25 to 30cm) f rom the sensor Hold a straight edge under the front of the right
shaft. Tighten the setscrew securely. The sensor form mount tube and level it out over the guideline.
mounts should be adjusted until there is no less Measure the distance between the machine side of
lhan t/+ in. (6mm) and no more than lVz in. (3.8cm) the straight edge and the guideline. Record this
between the wands. measurement.

NOTE: When setting the machine parallel to

It Pays To Be Safe! the guideline, it should be performed in an area

where the guide line is straight (not in a radius).

Place a straight edge under the rear of the form

Start the engine and place the "run-standby" mount tube and level it out over the guideline.
switches on all five amplifiers in the "run" position. Measure the distance between the machine side of
Place all three of the "lift lock" switches, or the the straight edge and the guideline. This
"servo lock" switch in the "off" oosition. Move the measurement should be within 1/+ in. (6mm) of the
"trimmerhead control" valve to the "forward" front measurement. lf not, adjust the grade sensor
position, and increase the engine speed to up or down as necessary and recheck this
maximum. Slowly move the "travel variable speed measurement.
4-15
 COMMANDER III

NOTE: lt is advisable to raise the low end of

the machine, rather than lower the high end, to
prevent the trimmerhead f rom under cutting the
grade.

After the machine frame has been set parallel to

the guideline, move the machine forward another 20
to 30 ft. (6 to 9M) and stop. Place a level on the
trimmed grade and raise the low end until it is
plumb. Measure the distance between the grade side
of the level and the grade to determine the amount of
slope. lf the amount of slope is incorrect, adjust the
slope dial on the machine until the desired amount
of slope is attained. This applies only if the left side
of the machine is slope controlled.

Place a straight edge against the outer f ront edge

of the form mount tube and extend it down to
guideline height. Measure the distance between the
machine side of the straight edge and the guideline.
Record this measurement.

Place the straight edge against the outer rear edge

of the form mount tube and extend it down to
guideline height. Measure the distance between the
machine side of the straight edge and the guideline.
This measurement should be within % in. (6mm) of
the front measurement. lf not, adjust the steering
sensors left or right as necessary. After adjusting
the sensor, move the machine forward 20 to 30 ft. (6
to 9M) to allow the steer'ing system to correct itself
and recheck the measurements.

08 TRIMMING OPERATIONS

4-16
 COMMANDER III

Hold a level, plumbed horizontally, above or below

the guideline and extended over the trimmed grade.
Measure from the guideline side of the level down to
the trimmed grade directly below the reference point
(top of back of curb, gutter line, etc.). lf the
measurement is incorrect, adjust both grade sensors
evenly as required. Moving the sensors up, lowers
the grade and moving the sensors down, raises the
grade. One turn of the grade jack crank changes the
grade approxiamtely 1/8 in. (3mm). After a grade
adjustment has been made, move the machine
forward 20 to 30 ft. (6 to 9M) and recheck the grade.
Readjust as necessary. lf the left side of the machine
is being controlled by a grade sensor following a
guideline, check and adjust the grade in the same
manner. from the machine. Place adequate support blocking
under the form on each side of the joint where the
NOTE: lf the grade must be lowered, it will be form is to be split.
necessary to have the machine moving forward
slowly. NOTE: lf a section is to be removed, place
blocking to each side of, but not under the
section.

Remove the bolt(s) through the vibrator mount

tube at the joint where the form is to be split. Slide
the tube right or left to disehgage joint. lf a section is
to be removed, remove the bolt(s) at each end of the
vibrator tube and remove section.
Set a level, plumbed vertically against the
guideline. Measure the distance between the
guideline side of the level and the edge of the
trimmed grade. This measurement should be at least
6 in. (15cm) less than the required offset distance for
the final product. lf not, adjust the front and rear
steering sensors evenly as necessary. Moving the
sensors towards the guideline, increases the
distance between the line and the trimmed grade.
Moving the sensors away f rom the guideline,
decreases the distance between the guideline and
the trimmed grade. After each adjustment, move the
machine forward 20 to 30 ft. (6 to 9M) and recheck
the offset.

09 SLIPFORM MOLD PREPARATION

Changing Sliplorm Mold Widths: When changing

the width of the slipform mold, it should be removed
4-17
 MMANDER III

Remove the four bolts through the auger flange at

the joint where the form is to be split. lf a section is
to be removed, remove the bolts at each end of the
auger section and lift the section clear. Support the
ends of the auger near the disassembly flange by
blocking or chaining it to the rear of the hopper.

insert the bolts previously removed. lf a section is to

Remove the two bolts through the end of the be added, use suitable lifting equipment and lift the
tamper bar at the joint where the form is to be split. lf drive end away from the other sections enough to
A section is to be removed, remove the bolts at each insert section(s) of desired width. lnsert the bolts
end and remove the section. lf the tamper bar sec- through each end of added section(s). Do not tighten
tion to be removed has a vertical hanger rod attached bolts at this point.
to it, loosen the setscrews in the drive converter to
remove the tamper section.

Using a suitable lifting device, align the bottom

edge of the form where the sections adjoin. Tighten
all bolts securely.

Loosen the setscrews in the tamper bar drive

converters on the back of the form and pull the
tamper bar drive rod f rom the converters.

Remove the bolts from the adjoining ends of the

stainless trowel section. Remove the eight bolts
from the back of form at joint where form is to be
split. lf a section is to be removed, remove the bolts
at each side of the section and lift the section clear. Insert two bolts through ends of adjoining tamper
Push the sections together and insert the bolts bar sections. lf a form section has been inserted, add
previously removed. lf a section is to be removed, additional tamper bar sections as necessary and
remove the bolts at each side of the section and lift insert bolts through the adjoining ends. Do not
the section clear. Push the sections together and tigtrten bolts until tamper bar has been adjusted.

4-18
 COMMAND

engage the joint. Insert a bolt through the joint ano

tig"htdn securely. lf form insert sections have been
added, insert vibrator mount tube section(s) as
necessary.

lf the tamper bar section that has been added has

a vertical hanger rod attached to it, it will be Changing Curb Profiles: When changing the curb
n""etsary to iistatt a drive converter to the top of protite,Ihe-sideplate anchor bolts must be loosened
the form hopper. Position drive coverter as shown
and f asten securely to top of hopper with two bolts'
iirst. Loosen the seven sideplate anchor bolts'

Loosen the nuts on both bolts on the bottom of

each of the four guide tubes. Loosen the inner nut on
the four adjustment bolts and tighten the outer ones
Insert four bolts through the auger f lange' lf a form to pullthe sideplate away from the prof ile section'
insert section has been installed, insert auger
sections as necessary. Align the ends of the auger
flighting to form a continuous spiral. Tighten the
bolts securelY.

Loosen the nuts on the four stainless adjusting

Slide the vibrator mount tube left or right to bolts directly above the profile stainless. Pull the
4-19
 COMMA DER III

cotter keys and remove the pins from the clevis' on prof ile section with rear, center and front adjustment
the adjusiment bolts. Remove the bolts through the bolts for edge slump, insert the pins and secure with
ioioining ends of the stainless trowel sections' lf cotter keys.
removinf a flat profile section with rear, center and
front adiustment bolts for edge slump, loosen the
bolts and remove the Pins.

Using a suitable lifting device, align the bottom

edge oithe profile section with the bottom edge of
thJmain form where the sections adjoin. Tighten the
six a/a in. bolts securelY.

Remove the six 3/+ in. bolts through the side of the
orof ile section into the main section. Remove the six
% in. bolts through the top of-the profile section into
the f rame members. Allow the profile section to drop
down and then pull section to the rear until it is clear
of the main form.

Place a straight edge under the prof ile section and

main form and adjust the entire prof ile section up or
down until the bottom of the form is straight. lf the
profile section must go down, loosen the six % in'
mounting bolts and turn the adjustment screws in to
force the section down. lf the prof ile section must go
Using a suitable lifting device, lift- the desired up, turn the adjustment screws out and tighten the
profile section into place. Insert six s/a in- x 2 in' six 7z in. mounting bolts.
bolts through the side of the prof ile section into the
main section. Insert sixt/z in.x21/q in. bolts through '
the top of the profile section into the frame mem- NOTE: A small amount of slope can be ad-
justed into the profile section through the use
bers. Place a lock washer and nut on each of the
installed bolts, but do not tighten at this time. lnsert of the adjustment screws.
the pins through the four adjuster bolts clevis' and
holes in the top of the prof ile and secure with cotter
keys. Insert the bolt through the adjoining ends- of It Pays To e Safe!
th6 stainless trowel sections. lf installing a flat
 COMMANDER III

securely.

GOMACO TIP: lt is recommended to spot

weld the adjoining ends of the tamper bar to
prevent them from slipping during pouring
operations.

Tamper Bar Adjustments: To adjust the tamper

bar, the drive converters on the top of the hopper
back must first be timed. To time the drive con-
verters, measure the distance, from center to center,
between the upper pivot pins, starting at the main
drive converter. Measure the distance f rom center to
center, between the lower pivot pins, starting at the
main drive converter. The measurements should be
the same. Adjust the drive converters by loosening
the four setscrews in each drive converter and
sliding it left or right until equal measurements exist
between the pins. Tighten the screws securely. lf a
tamper bar drive shaft joint exists at a drive con-
verter, be sure the ends of the drive shafts are in- Vibrator Adjustments: Loosen the bolts in the
serted equally into the drive converter as far as vibrator mount tube supports and adjust the tube
possible. When the timing of the drive converters is
forward or backward, so that when the vibrators are
completed, the vertical arms should all be parallel. mounted to the tube, the vibrator mounting bracket
will clear the auger by at least 1 in. (2.54cm). Tighten
bolts securely. Be sure vibrator lift turnbuckle is in
the fully retracted position.

GOMACO TIP: lt is recommended to weld the

hanger brackets in place once they are ad-
justed, to prevent them from moving during
pouring oeprations.

Rotate the tamper bar drive motor until the drive

converters are in the down position. Loosen the two
setscrews in each of the tamper bar hAngers on the
front of the form and adjust the tamping bar up or
down until the bottom edge of the bar is % in. (6mm)
above the bottom edge of the slipform mold. Tighten
the hanger setscrews securely. Tighten the two
bolts through the ends of tamper bar sections
 COMMANDER III

Place a vibrator 6-8 in. (15-20 cm) in from each necessary to position the vibrator 1 to 2 in. (2.5 to
edge in an underslung (horizontal) manner, with the 5cm) from the back of the hopper. Tighten all bolts
tip of the vibrator centered in the concrete and setscrews securely.
thickness. Tighten the mounting bolts and set-
screws securely to hold the vibrator in place.

NOTE: lt may be necessary to position

vibrators with tip higher than center, to clear
mesh. rebar. etc.

Mounting the Form: Prior to mounting the form, it

will be necessary to properly adjust the distance
between the form mounts on the machine. Measure
from the center of the right front mount pin to the
center of the left front mount pin on the form.
Measure from the centdr of the right front form
Place additional vibrators at 24 to 30 in. (61-76cm) mount to the center of the left front form mount on
intervals along the entire width of the vibrator mount the machine. These measurements should be the
tube. Tighten the mounting bolts and setscrews same. lf not, adjust the telescoping tubes in or out
securely to hold the vibrators. in place with the tips until the correct measurement exists. Follow the
centered in the concrete thickness. procedures in section 02 tor f rame width adjustment
procedures.
NOTE: lt may be necessary to position the
vibrators with the tips higher than center, to
clear mesh, baskets, etc.

Measure the distance between the front edge of

the right form mount tube and the front edge of the
left form mount tube. Measure the distance between
the rear edge of the right form mount tube and the
rear edge of the left form mount tube. The two
measurements should be approximately even.
Adjust as necessary. After all measurements have
been corrected, tighten the front and rear frame
clamps securely.

lf an integral curb is to be formed, mount a vibrator

to the adjustable mount on the end plate in an Safety ls
overslung (vertical) manner. The vibrator should be
positioned with the end centered in the curb opening
and tilted back slightly. Rotate the vibrator mount as
ll^ NoAccident!!
4-22
 Place latch bolt down over the top of the pin or up
over the pin from the bottom. Tighten the latch bolt
adjustment nut securely and lock in place with the
Position the machine directly behind the form. jam nut. Do the same on all four mounting points.
Using the jog switches on the appropriate am-
plif iers, raise the machine high enough for the form
hangers on the machine to clear the mounting pins
on the form. Slowly drive the machine forward over
the form until the front edge of the hangers are
slightly behind the mounting pins. Using the jog
switches on the appropriate amplifiers, lower the
machine down until the slots on all four mounts line
up with the mounting pins.

Place a level on the rear frame member and adjust

the left or right side of the machine up or down until
it is level from side to side.

Slowly drive the machine forward making sure the

mounting pins slide into the slots in the hangers.
Drive forward until the mounting pins are fully
engaged in the slots. Place a level on the top of the form frame work.
Adjust the adjustable mounts on the left side of the
CAUTION: WATCH ANY HOSES THAT machine up or down until the form is level. Adjust
MAY BE HANGING DOWN SO THEY DO NOT the front and rear mounts so there is equal distance
CATCH ON THE FORM. between the form pin and the bottom of the tube.
Tighten all bolts securely.

A ccidents Thoroughly clean the quick couplers on the auger

drive hoses and on the left f ront bulkhead to prevent

A Are dirt from entering the hydraulic system. Connect the

auger drive hoses to the trimmerhead quick couplers
on the bulkhead. Whenever the auger hoses are
Costly! disconnected, always place the protective covers
over/in the quick couplers to prevent dirt from en-
4-23
 COMMANDER III

couplers to prevent dirt from entering the hydraulic

system. Connect the vibrator drive hoses to the
vibrator outlet quick couplers. lt is recommended
that the vibrators be connected in a consecutive
order beginning with number 1 on the right side.
When the vibrators are disconnected. connect the
couplers on the vibrator together and connected the
loop hoses on the machine together. Any vibrator
circuit that does not have a vibrator attached to it
must have a loop hose attached. On early production
machines install the special hose (painted green) in
any circuit that does not have a vibrator attached and
rotate the variable to the maximum position.

tering the hydraulic system.

To adjust the sideplates for the correct depth of

concrete, raise the form off of the ground. Loosen
the jam nuts on the seven sideplate anchor bolts and
back the anchor bolts out.

Thoroughly clean the quick couplers on the

tamper bar drive hoses and on the hoses from the
auger control valve to prevent dirt from entering the
hydraulic system. Connect the hoses f rom the
tamper bar drive motor to the hoses under the
console from the auger control valve. Whenever the
tamper bar drive hoses are disconnected, always
place the protective covers over/in the quick couples
to prevent dirt from entering the hydraulic system.

Place a straight edge under the rear of the form at

a right angle to the sideplate. Measure from the top
of the straight edge to the bottom of the sideplate.
This measurement should be the desired depth of
the concrete. Do not place the straight edge under
the stainless trowel section.

Thoroughly clean the quick couplers on the Extend a straight edge, at an angle to the
vibrator drive hoses and on the bulkhead quick sideplate, from under the f ront of the form to a point
4-24
 COMMANDER III

below the auger shaft. Hold the straight edge tight tighten the inner nut to push in on the lower end of
under the form and measure from the top of the the sideplate. Recommended amount of batter is %
straight edge to the bottom of the sideplate. This in. (1.27cm) per vertioal foot (30 cm). Tighten the nuts
measurement should be the desired depth of the on both bolts at the bottom of each guide tube.
concrete. Tighten the sideplate anchor screws to force the
top of the sideplate against the main form. The
sideplate should be tight against the bottom corner
of the main form for the best results when pouring a
flat slab. lt may be necessary to decrease the
amount to get sideplates tighten enough.

Adjust the front and/or rear sideplate adjustment

screws up or down until the desired measurement
exists between the straight edge and the bottom of
the sideplate, both on the front and the rear. Tighten
the seven sideplate anchor bolts securely against
the sideplate and lock in place with the jam nuts. Mount the sideplate extensions to the front of
each sideplate with four 1 in. x 2 in. bolts, lock
NOTE: Adjust desired amount of edge batter washers, and nuts. Tighten the bolts securely. The
in sideplate before tightening anchor bolts. sideplate extensions may be removed for in-
stallation of the optional keyway formers.
Sideplate Batter (Taper) Adjustment: To adjust the
sideplates for the correct batter, loosen the jam nuts
on the sideplate anchor bolts. Loosen the nuts on
both bolts at the bottom of each square guide tube.
Sa{ety ls
Loosen the anchor bolts. To increase the amount of
batter, loosen the inner nut on the batter adjustment
bolt and tighten the outer nut to pull the lower end of
the sideplate out. To decrease the amount of batter,
.l^ No Accident!l
loosen the outer nut on the adjustment bolt and
4.25
 T t' GoMMANDER lll

Adjust the front adjustment to 1/8 in. (3mm) more

than the rear. lt will be necessary to loosen the bolts
on the rear of the hopper to make the front slump
adjustment.

When pouring with a curb profile section, place a

straight edge under the form near the rear of the
main pan at a right angle to the sideplate. Measure
from the top of the straight edge to the top of the
curb prof if e. This measurement should be t/z lo s/+ in.
(1.3 to 1.9cm) more than the desired curb height.
Adjust the profile up or down as needed using the
adjustment bolt located at the outer rear corner of
the main prof ile section.

Profile Adjustments: When pouring with a flat

profile section, the edge should be pulled up 3/8 to
th in. (1to 1.3cm) to allow for edge slump. Place a
straight edge under the form, near the rear of the {110
main pan, at a right angle to the sideplate. Measure
from the top of the straight edge to the bottom of the
form. Do not place a straight edge under the Stainless Trowel Adiustment: Extend a straight
stainless trowel section. edge f rom the rear of the stainless trowel section, up
Adjust the rear edge of the main prof ile section up into the main pan. Adjust the rear edge of the
or down, using the adjustment bolt located inside stainless, at each adjusting bolt, across the entire
the form. When the desired measurement exists, width of the form, until a maximum of 1/8 in. (3mm)
tighten the upper and lower nuts on the adjustment gap exists between the straight edge and the rear
bolt securely. edge of the main pan. Tighten both adjustment nuts
lf the flat profile section is equipped with a center on each adjustment screw securely.
and front adjustment bolt, adjust the center ad' Place a straight edge in the top of the curb prof ile
justment to 1/16 in (1.Smm) more than the rear. (if so equipped) and make adjustments as for the f lat
portion of the form. Check the sides of the curb
profile to be sure the leading edge of the stainless is
not protruding inside of the main prof ile.
By adjusting the stainless trowel section in this
manner, it assures that as concrete slips from the
main form, the leading edge of the stainless will not
catch and tear the surface. lt also assures that the
rear edge of the stainless will push down slightly on
the concrete to give it a troweled f inish.
 COMMANDER III
After the stainless trowel section has been ad- mount must first be installed on the frame. position
justed front to rear, it will be necessary to adjust it the mount on the outer extendable tube at the front
from side to side to eliminate any unevenness. The of the machine. Install the opposite half of the clamp
sideplates on both sides should also be properly set to the mount with four 1 in. x 5Vz in. bolts, lock
to the desired depth. washers, and nuts. lf the mount is installed on the
Pull a stringline tight from one side to the other inner extendable tube, it will be necessary to install
under the bottom rear edge of the sideplates. the spacer bar to the clamp half with lwo t/z in. x 1th
Measure from the stringline up to the bottom rear in. bolts, flat washers, and lock washers. Tighten all
edge of the stainless trowel section. This bolts securely.
measurement should be the same depth as the
sideplates. Take measurements at each adjustment,
except for the first one in from each edge on a flat
profile and adjust as necessary (the first adjustment
on each side is set to allow for edge slump).

Install the conveyor mount arm assembly to the

lf the sideplates are adjusted unevenly for some frame mount so it is angled downward. Install and
reason, such as second pass operation, it will be tighten the mounting bolts securely. Install the
necessary to adjust the stainless f rom side to side in conveyor to the mount as instructed in section 07 of
a different manner. Pull a stringline tight from the the Standard Set-up chapter, page 3-13.
second adjusting bolt in from one side, to the
second adjusting bolt in from the opposite side and 11 PRELIMINARY ADJUSTMENTS FOR POURING
clamp it in place under the rear edge of the stainless OPERATIONS
on each side. Place blocks of equal size between the
stringline and the stainless on each side. The
measurement between the stringline and the
stainless, at each adjustment bolt, should be the
same as the thickness of the blocks. Adjust as
necessary.

1O MOUNTING THE CONVEYOR

Mount the sensors in the same manner as

described in section 06. Move the machine into
position along the guideline and adjust the sensors
to the guideline in the same manner as described in
section 07.
Adjust the f ront and rear grade sensors up or down
until the front and rear of the form sideplates just
lightly rest on the subgrade. lf the subgrade has not
been trimmed, use a level to adjust the proper grade.
Place the level above or below the guideline and
level it horizontally out over the front of the
lf the conveyor is to be installed, the adaptor sideplate. Measure from the guideline side of the
4-27
 grade sensor, adjust the sensor up or down until the
sideplate lightly rests on the subgrade. lf the
subgrade has not been trimmed, use a level to adjust
the proper grade. Place the level above or below the
guideline and plumb it horizontally out to the rear of
the form. Measure from the guideline side of the
level to the bottom of the sideplate. Adjust the grade
sensor up or down until the measurement matches
the requ i red measu rement.

level to the bottom of the sideplate. Adjust the front

grade sensor up or down until the measurement
matches the measurement required between the
guideline and the subgrade. Place the level above or
below the guideline and level it horizontally out over
the top of the rear of the sideplate. Measure from the
guideline side of the level to the bottom of the
sideplate. Adjust the iear grade sensor up or down Measure the distance between the inside edge of
until the measurement matches the required the sideplate and the guideline. This measurement
measurement between the guideline and the should be approximately the same as the
subgrade. measurement required between the edge of the
finished product and the guideline. Allow for the
amount of sideplate batter (tapefl to get an accurate
offset measurement. lf adjustment is necessary,
adjust both, the f ront and rear, steering sensors in or
out equally by loosening the mount setscrews and
sliding the sensor arm assemblies in or out if a large
amount of adjustment is needed, or by turning the
cranks on the ends of the sensor arm assemblies if a
small amount is needed. After making the
necesssary sensor adjustments, move the machine
forward another 20 to 30 ft. (6 to 9M) and recheck
measurement.

Adjust the slope controlled side of the machine

with the slope dial until the sideplate rests lightly on
the subgrade (if left side of machine is slope con-
trolled). lf the subgrade has not been trimmed, place
a level on the rear edge of the stainless trowel
section and adjust the slope dial to the required
amount of slope.

After all adjustments have been made, stop the

machine travel. Place the "forward-reverse steer"
switch in the "reverse" position. Place the front and
rear grade amplifier "run-standby" switches in the
"standby" position. Using the "jog" switches, raise
the machine just high enough to clear the grade.
Place the "travel directional control" valve in the
lf the left side of the machine is controlled by a "reverse" oosition and back the machine 15 to 20 ft.
4-28
(4.6 to 6M) beyond the starting point of the pour, if
possible and stop the machine. Place the "forward-
reverse steer" switch and the "travel directional
control" valve in the "forward" position. Lower the
machine with the "jog" switches until the slipform
mold is lightly resting on the grade. Place the grade
sensor wands under the line (if necessary), and the
steering sensor wands on the machine side of the
line (if necessary). Place all "run-standby" switches
in the "run" position, and the "lift lock" switches, or
the "servo lock" switch in the "off" position. Move
the machine forward slowly to the starting point of
the pour.
lf the pour is to start from a header, the header
must be cut at least 1 in. (2.5cm) smaller on both
ends than the width of the form. The header must be
adequately braced, as the vibration of the concrete
against it will cause an excessive amount of
pressure. The header must also be set at least % in. GOMACO TIP: Place plastic or burlap over
(13mm) below the grade of the finished product. the machine frame directly below the conveyor
Move the machine over the header until it is ap- to aid in clean up at the end of the day.
proximately 1 ft. (30cm) under the front of the form.
Stop the machine. Move the "conveyor directional control" valve to
the "forward" position and pull the "vibrator variable
control" valve to the maximum position. Place the
"4-8 vibrator selector" valve in the "8" vibrator
position (if necessary). On current production
machines, place the "vibrator override" switch in the
"off" position. Discharge concrete onto the con-
veyor belt f rom the supply truck, or onto the grade in
front of the machine if the conveyor is not used.
Start the auger moving concrete by moving the
"trimmerhead control" valvg "forward" or "reverse"
as necessary to spread the concrete. Move the
"variable speed control" valve in the "increase"
direction just enough to start the vibrators without
moving the machine. Allow the vibrators to force
concrete back into the form until it is full around the
header.
lf the pour is to start from an existing slab, it will lf the pour is starting against an existing slab,
first be necessary to be sure that the grade at the allow the vibrators to run until the concrete will no
end of the existing product to a point at least 10 ft. longer f low back in the form.
(3M) beyond the end must be at least on grade, or
low. Back the machine to the end of the existing slab
until the rear of the slipform mold is against the
existing slab.

NOTE: The slipform mold will not f it over the

product that was poured with it at a previous
time. Concrete slump causes the product to
expand wider than the slipform prof ile.

It is advisable to coat the inside and the outside of

the slipform mold and the machine frame below the
conveyor (if installed) with form oil. The conveyor
frame, receiving hopper, and the discharge hopper
should also be coated. Avoid placing oil on the in-
side surface of the belt as it could cause slippage.

CAUTION: DO NOT PLACE OIL ON THE

OPERATOR'S PLATFORM.
4-29
 COMMANDER III

When the form is completely full, move the

"variable speed control" valve in the "increase"
direction to position number 2, or above, to start the
machine forward movement. Adjust the travel speed
and the vibration as required.

reference point on the concrete. Adjust the steering

sensors, evenly right or left as necessary. lf the
concrete must be moved away from the line, move
After pouring 15 to 20 ft. (4.6 to 6.2M), check the the sensors toward the line. lf the concrete must
finished product for slope, grade, and line accuracy. move closer to the line, move the sensors away from
lf any adjustments are needed, make them in small the line.
increments over a 5 ft. (1.5m) distance. For example,
if the grade requires a change of % inch (6mm),
adjust it 1/8 in. (3mm) every 5 ft. (1.5m). To check
slope, place the level on the concrete surface and
raise the lower end until the level is plumb. Measure
from the bottom of the level to the top surface of the
concrete and adjust the slope as necessary.

Place a level, at a right angle to the edge, on the

top of the concrete with one end protruding over the
edge a small amount to check for excessive edge
slump when pouring a flat slab. lf edge slump is
excessive check for wet concrete, insuff icient
vibration, excessive vibration, or incorrectly ad-
justed form edge. Correct the problem by drying the
To check grade, place a level above or blow the
guideline and plumb it out over the edge of the concrete, increasing or decreasing the vibration or
finished product. Measure from the guideline side of correctly adjusting the form edge or any com-
the level down to the reference point on the concrete bination.
(top back of curb, f low line, etc.). Adjust the front and
rear grade sensors up or down evenly to get the
proper measurement. lf the grade must be raised,
lower sensors. lf the grade must be lowered, raise
sensors.

NOTE: When checking grade to top back of

curb, be sure curb has not slumped down too
Take Time
far by measuring back side of curb for correct
height. To Be
To check the offset, plumb the level vertically Safe!
along the side of the line. Measure the distance
between the guide line side of the level and the
4-30
 Production rate is determined by many factors, of concrete may pull apart completely. The solution
which a few are: would them be to add water to the concrete mix. or if
necessary, refuse to accept it. Fig. 4129 gives and
1. Delivery rate of concrete. lf concrete cannot be examples of concrete that is too dry.
readily placed in front of the machine, the
production rate will be lowered. The width and
depth of the concrete will have a direct effect
on how far each load of concrete will go.

2. Amount of hand work to be done behind the

machine. lf pouring integral curb and many ,.*:ti):ii,1
driveways must be cut in the curb it is im- 1,\',iE
portant that the machine not get too far ahead.
This would allow the concrete to begin to set
and make the cutting of each driveway
progressively more diff icult.

3. How wet or dry the concrete is. lf concrete is on

the wet side (high slump), it will be necessary to
increase travel speed and/or decrease vibration
and tamping bar speed, which will, in turn,
increase production rate. lf concrete is on the
dry side (low slump), it will be necessary to
decrease travel speed and/or increase vibration
and tamper bar speed, which in turn will
decrease production rate. Recommended
concrete slump is 1t/z lo 2Vz inches (3.8 to During paving operations, it occasionally
6.3cm). lf occasionally an extremely wet load of becomes necessary to stop and start the machine
concrete is encountered, it may be spread on travel. When stopping, rapidly move the "variable
the grade ahead of the machine. speed control" valve in the "decrease" direction to
the stop, depressing the micro switch button. Also
Fig. 4128 shows the results of over vibrating and move the "auger control" valve to the "off" (center)
running the tamper bar too fast and/or traveling too position at the same time. This causes the vibrators
slow when the concrete is wet. The solution would and the tamper bar to stop at the same instance as
be to get the concrete drier, spread it on the grade the machine travel ceases. When starting the
ahead, or decrease vibration and tamper bar speed machine travel, rapidly move the "variable speed
and/or increase travel soeed. control" valve in the "increase" direction to position
number 2 or above. Move the "auger" control valve to
the "on" position at the same time. This will start the
When the concrete mix becomes too dry (low vibrators and the tamper bar at the same instance as
slump), it may be necessary to decrease travel speed the machine travel begins. After the machine is
and/or increase vibration to eliminate "voids" in the moving, adjust the travel speed as necessary. Fig.
concrete surface. lf the concrete is extremely dry, 4130 gives an example of running the vibrators
large "voids" may appear in the surface, or the without moving the machine.
4-31
 COMMANDER III

During paving operations it is important that is placed in the "on" position. This allows a metered
nothing or no one bumps the guideline. Be sure amount of oil to drain from the right front and the
there is no debris against the guideline which could rear tracks, causing them to operate slower. When
become entangled in sensor wands. Be sure persons turning to the left, the "left" switch is placed in the
working behind the machine do not come in contact "on" position. This allows a metered amount of oil to
With the line. Fig. 4131 shows an example of what drain from the left track, cqusing it to run slower.
can happen when someone or something comes in The in-line adjustable flow regulators must be
contact with the guideline. adjusted to drain a certain amount of oil at a certain
speed. Start by setting each regulator to position #2
(rotate outer housing to set). When starting into the
radius, place the appropriate switch in the "on"
position. Adjust the forward travel speed to give the
smoothest operation. The travel speed can be in-
creased or decreased to compensate for larger or
smaller radii. lf the track(s)to the inside of the radius
is (are) traveling too fast or too slow, the flow
regulator(s)can be adjusted as necessary.

lf pouring over expansion material, be sure it is set

solidly. Pile concrete on the side of the expansion
material opposite the machine to aid in supporting
it. lt is recommended to lower the level of the con-
crete being pushed, to aid in keeping the expansion
material from being pushed over. When the vibrators
reach the expansion material, raise them high
enough to clear the material. When the expansion
material has moved far enough under the form, lower
the vibrators to their lowest position. Ending Pour: lf the pour is going to end at a
header, it must.be set solid. The header should be It

When pouring around a radius with a 16 ft. (4.9M) sel th in. (1.3cm) below the concrete surface grade
paving package, it is necessary to slow the inside and cut 1 inch (2.5cm) short on each side for ample
track(s) down to produce a better job. This is sideplate clearance. lt is recommended to place dirt
provided by the use of the "track speed adjustment" or sand against the side of the header, opposite the
system. When turning to the right, the "right" switch machine, to help support it. When the vibrators
4-32
 COMMANDER III
reach the header, raise them high enough to clear it.
Continue to pave over the header. When the vibrators
have cleared the header, place the "vibrator
override" switch in the "on" position on current
machines, or push the "vibrator-auxiliary travel"
valve in to the "auxiliary travel" position. Place the
"auger control" valve in the "off" (center) position to
stop the tamper bar. Proceed forward with the
machine until the header has slipped from under the
rear of the form.
lf the pour is to end against the existing slab that
is wider than the paving width, pave forward until the
sideplate extensions are against the end of the slab.
The sideplate extensions mdy be removed to allow
paving closer to existing slab.
lf the pour is to end against an existing slab that is operations. To fill the water tank, turn the air,control
narrower than the paving width, pave forward until valve clockwise, with the tank valve wrench
the vibrators are against the end of the slab. Raise provided, to release the air pressure from the tank.
vibrators and pave forward until the end of the Push in on the flapper door and insert a fill hose
existing slab is even with the f ront of the form. when all air pressure has been removed from the
tank. When the tank is full, remove fill hose and
NOTE: lf existing slab is narrower than allow flapper door to close. Turn the air control valve
paving width, be sure grade is excavated for counterclockwise to pressurize the water tank.
sideplates along edges if paving up to end of Allow engine to run at 1500 rpm to maintain air
slab. pressure.
The sensors should be removed before washing
the machine. lt is advisable to mark the sensor
location on the mounts prior to removal. This will
speed set-up time if the pour is to be continued at a
later date. Be sure to place protective dust caps
in/over electrical plugs to keep moisture and dirt out.

After the paving over the header or up to the

existing slab, stop the machine travel. Place the
"trimmer directional control" valve in the "off" Uncoil the hoses from the hose hanger and wash
position. Place the "run-standby" switches on allthe
the concrete off the machine. lt is recommended
amplifiers in the "standby" position. Using the "jog" that the bottom of the form be washed first. Clean
switches on the "grade" and "slope" amplifiers the bottom of the form thoroughly, as any concrete
raise the machine to the maximum up position and left to dry on the bottom will affect the f inal concrete
place the "lift lock" switches on early machines in
finish when paving is resumed.
the "on" position. Move the machine to an area The spray pattern emitted from the hose nozzle is
where it can be cleaned and clean it as soon as adjustable by rotating the nozzle housing. The
possible.
amount of water delivery is determined by how far
the nozzle handle is depressed.
The machine should be cleaned as soon as
possible after paving operations have ended. lt is
advisable to f ill the water tank on the machine at the
beginning of paving operations, so water for
cleaning purposes is avilable at the end of paving
It Pays To Be Safe!
4-33
 COMMANDER III

Pouring Alongside Existing Slab (Widening):

When pouring against an existing slab, it is
necessary to remove the bottom extension from the
sideplate on the existing slab side. Remove the bolts
from the extension pieces on the main sideplate and
the front extension.

Paving Through Transitions: When paving with

grade control on the right side and slope control on
the left, it occasionally becomes necessary to
switch the left side from slope control to gradg
cpntrol for paving through transitions and super Replace the bottom extension with the skid bar.
elevations. Pave forward until the starting point of Insert the carriage bolts and install f lat washers, lock
the transition is even with the left leg and stop the washers and nuts. Tighten securely.
machine. Place the "left lift lock" switch or the
"servo lock" switch in the "on" position. Mount the
grade sensor on the left side and connect it as
described in section 06. Place the grade sensor
wand under the guideline or on the track yoke and
adjust the sensor up or down until the "slope"
amplifier deviation meter needle is centered. Place
the "left lift lock" switch or the "servo lock" switch
in the "off" position and continue to pour through
the transition.
When ready to switch back to slope control, stop
the machine when the left leg is even with the end of
the transition. Place the "left lift lock" switch or the
"servo lock" switch in the "on" position. Disconnect
the grade sensor cable from the slope sensor plug
on the rear of the control box and reconnect the
slope sensor cable. Reconnect the terminal strip to Loosen the sideplate anchor bolts. Place a
the slope dial if it was disconnected. Note the straight edge under the form at a right angle to the
position of the slope amplifier deviation meter sideplate. Adjust the sideplate up or down, until the
needle. lf the needle is off center, adjust the slope bottom of the skid bar is even with the top of the
dial until the needle centers (note position of dial straight edge. Adjust the front and rear the same.
before changing). Place the "left lift lock" switch or Tighten the sideplate anchor bolts securely.
the "servo lock" switch in the "off" position and
continue to pave. lf the slope dial was changed
slowly adjust it back to its original setting.
 COMMANDER III

With a straight edge placed under the form at a

right angle to the sideplate, adjust the edge of the
flat profile section up or down until it is even with
the top of the straight edge. Adjust the rear edge of
the stainless up or down as necessary to match the
edge of the main pan. lf the flat profile section is
equipped with rear, center and front adjustment
bolts for edge slump, adjust them all to f lat.

4144

The machine can be set-up to operate with no

stringline. The right front and the rear track must run
on the existing slab. Set the grade control on these
two tracks for lock to grade operation. The left track
is operated on slope control. Rear steering is con-
trolled by running the steering sensor wand against
Move the machine into position along the existing the edge of the form. Front steering is controlled by
slab, so that the edge of the form is even with the running the sensor wand against the edge of the
edge of the slab (track(s)will be on the existing slab). slab.
Lower the machine until the bottom of the skid plate
is resting on the slab, f ront and rear. Mount the grade
sensor(s) for lock to grade and adjust as previously
described. Steering for scab on operations is nor-
mally taken from a preset stringline which can
control grade on the side of the machine opposite
the existing slab side.

SAFETY IS
A
NO ACCIDENT!!

4-35
NOTES \,?

' ti", '

'11

4-36
 COMMANDER III

CHAPTER V SIDE MOUNTED BARRIER SET.UP

01 CONTENT OF CHAPTER below the main portion of the form is the same as
the front. Make the measurement in line with the
This chapter covers the instructions necessary for adjustment bolt.
the preparation of the machine and slipform mold for
pouring barrier wall on the left side of the machine.
The instructions for mounting the attachments and
pouring operations are also included. At the end of
the chapter is instructions for cleaning the machine
at the end of the pour. All adjustments are reoom-
mended procedures on ly.

02 FORM PREPARATION

Measure from the top of the sideplate to the

bottom of the angle iron on the side of the form, in
Adjusting Standard Sideplates: Adjust the rear of line with the rear adjustment bolt. Measure the
the sideplate on each side of the form to give the distance from the top of the sideplate to the bottom
proper amount of exposed vertical surface. Measure of the angle iron on the side of the form, in line with
from the angled transition bend line to the bottom of the front adjustment bolt. Adjust the front of the
the sideplate. Adjust the sideplate up or dowrt with sideplate until the measurement is the same as the
the rear adjustment bolt. Lock the adjustment in rear.
place when the proper measurement is attained.
Make the measurement in line with the adiustment NOTE: Sideplate adjustment is normally
bolt. easier with the form attached to the machine
and raised off the ground.

lf the back of the barrier form is a straight side

(parapet), measure the amount of exposed sideplate
below the main portion of the form on the front side,
after it has been set for the proper amount of ex-
posed surface. Adjust the sideplate on the back side
of the form until the amount of exposed sideplate
 COMMANDER III

Adjustihg Hydraulic Sideplates: To adjust the side to side, below the bottom rear edge of the
hydraulic sideplates, the form must be mounted and sideplates. Measure from the straight edge to the
the pressure and return hoses from the control rear edge of the stainless top cap. This measure-
valves must be connected (refer to section 04). Insert ment should be the same as the required height of
the adjustment arm through the control valve lever. the wall, plus approximately s/a in. (2cm) allowance
Turn the adjustment knob at the top of the rear for slump.
square tube until the proper measurement is at-
tained between the transition point and the bottom
of the sideplate. Secure the knob by turning the
"thurnbscrew" in tight. lf a large amount of ad-
justmont is required, loosen the setscrew and slide
the square tube up or down. Adjust both sides the
same.

To adjust the top plate, loosen the attaching bolts

on both sides of the form. Adjust the rear edge of the
top plate up or down with the adjusting bolts until
the wall is the correct height. Lock the nuts on the
adjusting bolts securely. Place a straight edge
across the two square tubes on the top of the form
directly over the rear of the top plate. Measure from
Adjust the front of the sideplate on each side with the straight edge down to the f lat portion of the plate
the adjusting knob until the measurement between on each side. These two measurements should
the angle iron and the top of the sideplate is the normally be even. lf not, adjust one side or the other
same in the front as it is in the rear. Tighten the as necessary.
adjustment knob by turning the "thumbscrew" in
tight. Do the same on both sides.
lf sensored sideplates are installed on the form,
refer to the Final Adjustment section (section 0B) for
adj ustment procedures.

Note the measurement at the rear of the form

between the straight edge and the top plate. Move
the straight edge forward to the center set of ad-
justing bolts. Adjust the center of the top plate until
it is approximately % in. (6mm) above the rear of the
Adjusting Top Plate: Place a straight edge, from plate. Move the straight edge forward to the f ront set
5-2
 COMMANDER III

of adjusting bolts. Adjust the front of the plate until

it is approximately t/z in. (13mm) above the rear of the
plate. Tighten all of the adjusting nuts securely.
Tighten the attaching bolts on both sides of the form
securely.

Vibrator lnstallation: The first vibrator is installed

in the underslung (horizontal) manner with the tip
centered in the width of the wall base if pouring
straight back (parapet) wall. Place the vibrator to one
side if pouring over cage steel.

Stainless Trowel Adjustment: Adjust the stainless

trowel section on each side of the slipform mold so
the leading edge is approximately 1/8 in. (3mm)
outside of the rear edge of the main form. Make the
adjustment at all adjustment points. Tighten the
adjustment nuts securely.

lf the wall is of the standard design, a second

vibrator can be installed in the right side of the form.
The vibrator should be installed in the underslung
(horizontal) man ner.
Position the left and right vibrators with their tips
6 to 8 in. (15 to 20 cm) in from their respective sides.
The tips should be positioned 4 to 6 in. (10 to 1Scm)
off the grade.

Place a 4 ft. (1.2m) straight edge from the rear of

the stainless trowel section, up into the main form in
line with one of the adjusting bolts. Adjust the rear Safety
of the stainless until there is a 1/8 in. (3mm) gap
between the rear edge of the main form and the
straight edge. Tighten the adjustment nuts securely.
Do the same at each set of adjustment bolts.
A Saves
Time
5-3
 COMMANDER III

lf the wall is of the straight back (parapet) design, when pouring over cage steel. The vibrator should be
the second vibrator is positioned in the underslung centered in the throat opening of the wall top. Be
(horizontal) manner when pouring over cage steel. certain that the tip will clear the steel by a minimum
The vibrator should be positioned in the back of the of 1 in. (2.5cm). The top vibrator is installed in the
wall, as low as possible and still clear the steel by 1 same manner if no steel is being inserted. Tighten
in. (2.5cm). the mounting bolts and setscrews securely on all
vibrators.

03 POSITIONING THE LEGS

The center vibrator is installed in the underslung

(horizontal) manner when pouring over cage steel.
The vibrator should be positioned to the right
(machine side) of the center of the vertical portion of Vertical Positioning: The vertical positioning of
the wall. The vibrator should clear the steel by a the track mounts will be determined by the height of
minimum of 1 in. (2.5cm). lf no steel is being inserted the wall. Normally, for side mounted barrier wall, the
into the wall, the vibrator can be installed with the tip track mounts are placed in the lowest position
pointing into the center of the vertical portion of the (position #1). Refer to the vertical leg positioning
wall. section of the Standard Set-up chapter for in-
structions for repositioning the track mounts ver-
The top vibrator is installed in the overslung tically.
(vertical) manner with the tip tilted rearward slightly
5-4
 COMMANDER III

mounting plate in place of the trimmerhead mount,

so the form mounting holes are to the front. Tighien
the mounting bolts securely.

Lateral Positioning: When pouring side mounted

barrier wall, the right front leg should normally be
extended to the maximum right (out) position. The
left front leg is normally positioned in the straight
ahead (center) position. The rear leg should be
repositioned as far to the left as possible. Retract
the rear shift cylinder the maximum amount.
Remove the pins from both ends of the cylinder and
remove it. Reinstall the cylinder using the brackets Install the rear form mounting plate to the mounts
on the right rear corner of the frame and the right on the outside of the f rame near the rear. Tighten the
side of the rear leg sliding plate. Extend the cylinder mounting bolts securely. lf the mounting plates are
to move the rear leg as far left as possible. lt may be not installed on the side of the machine frame,
necessary to remove the hold down assembly and consult the factory for the mounting plates and the
reposition it to the right of the rear leg. mounti ng i nstructions.

04 MOUNTING THE SLIPFORM MOLD

Remove the guard rail from the side of the

machine by removing the nut and lockwasher from
the bottom of each vertical leg. Remove the two
bolts securing the guard rail to the control console
and lift the rail.ing f rom the machine.

Installing Form Mounts: When installing the side

mounted barrier form to the left side of the machine, Mounting the Form: Place the slipform mold on a
it is necessary to remove the trimmerhead from the relatively flat spot. Coil the vibrator hoses and place
machine. Remove the trimmerhead mount plate from them into the form hopper. Move the machine into
the left side of the frame. Install the front form position along side of the slipform mold. Raise, or
5-5
 COMMANDER III

lower.one side of the machine or the other so that Install the bolts, flat washers, lock washers and
the mounts on the machine are parallel to the nuts on the rear mount and tighten securely (flat
mounts on the form. The top of the machine mounts washers go on slotted hole side).
should be slightly lower than the top of the form
mounls.

Install the rear stabilizing turnbuckle between the

clip below the rear of the engine on the right side of
the frame and the clip on the rear of the form, near
the bottom. lf the clip is not present on the machine,
consult the factory for the mounting clip and
location i nstructions.
Slowly drive the machine forward, making sure
that the clip on the top of the form mount captures
the machine mount. Install the bolts, flat washers, Installthe front stabilizing turnbuckle between the
lock washers and nuts and tighten securely (flat clip below the front of the engine on the right side of
washers go on slotted hole side)on the f ront mount. the frame and the clip on the front of the form, near
the bottom. lf the clip is not present on the machine,
consult the factory for the mounting clip and
location i nstrucli.ons.

Thoroughly clean the quick couplers on the

vibrator drive hoses and the bulkhead quick couplers
to prevent dirt from entering the hydraulic system.
5-6
 COMMANDER III

the machine, consult the factory for the hoses and

install ing i nstructions.

CAUTION: DO NOT CONNECT THE HOSES

ON THE MACHINE FOR THE HYDRAULIC
SIDEPLATES TOGETHER, OR LOSS OF LIFT
PRESSURE WILL RESULT.

05 PREPARING AND MOUNTING THE CONVEYOR

When pouring side mounted barrier wall, it is

necessary that the 4 ft. (1.2m) conveyor extension be
installed. Refer to the Standard Set-Up chapter for
Connect the vibrator drive hoses to the vibrator extension installation instructions. After the con-
outlet quick couplers. lt is recommended that the veyor has been removed from the machine, loosen
vibrators be connected in a consecutive' order the setscrews in the hinge pin. Support the hinge
beginning with number one at the top. Any vibrator arm and remove the hinge pin. The hinge arm and
outlet that does not have a vibrator attached to it. hinge pin are not normally used for side mounted
must have the loop hose connected. barrier.

Connect the hydraulic sideplate control valve Remove the bolts securing the conveyor mount to
hoses on the machine. Be sure to thoroughly clean the front of the frame. Remove the mount and turn it
the quick couplers to prevent dirt from entering the over, so it is angled upward. Install the mount in the
hydraulic system. lf the hoses are not installed on tenth and eleventh holes from the right (engine) side
5-7
 ANDER

of the front mount plate. Install and tighten the

mounting bolts securelY.

To install the rear sensor mount, remove the

bracket from between the f rame and the air reservoir
tank. Install the rear sensor mount in place of the
lnstall the upper conveyor support to the bottom bracket and tighten the bolts securely'
of the upper conveyor frame in the holes closest to
the joint. Install the lower conveyor support so there
are-3 holes between the upper mount and the lower
mount. Mount the conveyor to the machine as in-
structed in the Standard Set-Up chapter. Swing the
conveyor so the discharge chute is positioned over
the center of the slipform mold hopper. Tighten the
setscrews in the mount securely to hold the con-
veyor in place.

06 MOUNTING THE SENSORS

Mount a sensor pivot mount to the mount at the

f ront of the machine, with the long end of the mount
pointed towards the right rear corner of the machine'
tignten the mounting bolt securely. Slide a sensor
Line Under Machine: Mount the front sensor arir assembly into the pivot mount. The sensor
mount on the right end of the front mount olate. mounts should be positioned just below the con'
Install the bolts and tighten securely. veyor mount. Tighten the mounting setscrews
secu rely"

Mount a sensor pivot mount to the mount at the

Take Time rear of the machine, with the long end of the mount
pointed towards the right f ronJ corner of the
To Be machine. Tighten the mounting
a sensor arm assembly into
bolts
the
securely.
pivot mount.
Slide
The
sensor mounts should be positioned below the
Safe! control console. Tighten the setscrews securely.
5-B
 COMMANDER III

Install the round tube mount to the left rear corner

of the machine f rame with the sensor mount plate up
or down. Install a pivot mount to the mounting plate
with the long end towards the sensor arm assembly
for stability. Slide a brace bracket onto the sensor
arm assembly, with thp center lug up if the arm is
mounted to the bottom of the round tube. or down if
the arm is mounted to the top of the round tube.
Slide the sensor arm assembly into the pivot mount
until the end of the arm is near the final offset
distance from the side of the slipform mold. Align
the end of the sensor arm with the rear of the form.
Tighten the setscrews securely. Slide the brace
bracket over the round tube opposite the sensor
mount and tighten the setscrews. Connect the long
end of the brace rod to the eyelet on the bracket and
the opposite end to the eyelet on the sensor arm
bracket. Adjust the turnbuckle to remove all flex
f rom the sensor arm.

Line on Left Side of Machine: Mount a sensor

pivot mount to the bottom, or the top of the left front
frame extension (swinging leg) and tighten securely.
It is normally advisable to have the long end of the
pivot mount out towards the sensor arrn assembly
for stability. Slide a brace bracket onto the sensor
arm assembly, with the center lug up if the pivot
mount is mounted under the f rame extension. lf the
pivot mount is on top of the frame extension, install
the brace bracket with the center lug down. Slide the
sensor arm assembly into the pivot mount until the
end of the arm is near the f inal offset distance from
the side of the slipform mold. Align the end of the
sensor arm with the front of the hopper on the mold.
Tighten the setscrews securely. Attach the L-shaped
bracket to the top or bottom of the frame extension.
Connect the long end of the brace rod to the bracket
on the frame extension and the short end of the
brace rod to the bracket on the sensor arm. Adjust Moqnt a sensor for grade control to the mount on
the turnbuckle to remove all flex from the sensor the bottom of the adjustable grade jack with the
arm. nameplate facing forward and the coil cord
protruding from the top. Mount the sensor so the top
of it is level and tighten the mounting bolt securely.
5-9
 COMMANDER III

NOTE: The L-shaped mounting bracket may 07 PRELIMINARY ADJUSTM ENTS

be turned 180' to move the sensor forward if
necessary.

Mount a sensor for steering control to the square

tube mount with the nameplate facing to the left and
the coil cord protruding from the top. Mount the
sensor so the top of it is level and tighten the
mounting bolt securely. The narneplate on both
steering sensors must be facing the same direction.
Mount a right angle grade wand to the grade
sensor with the f lat portion of the wand parallel with
the flat portion of the sensor hub. The round tube
should be towards the front and point towards the
left. Tighten the attaching "thumbscrew" securely.

NOTE: lt is normally recommended to remove

two of the counterweight washers from the rear
of the grade wand, so only two remain. This will
allow the spring tension to be increased
without def lecting the guideline. Place a level across the f rame of the machine (left
to right). Using the grade or slope amplifier "jog"
Mount a steering sensor wand to the steering switches, manually level the machine from side to
sensor with the flat portion of the wand bracket side. Stop the engine orn'place the "lift lock" swit-
parallel to the flat portion of the sensor hub. The ches or the "servo lock" switch in the "on" position.
wand may be attached to the hub on either side of Place the level across the square tubes at the top of
the sensor as necessary. Tighten the attaching the open front extension shroud. Adjust the front
"thumbscrew" securely. The front and rear sensors stabilizing turnbuckle until the top front of the form
are mounted in the same manner. They are also is level. Secure the turnbuckle in place with the jam
mounted in the same manner, whether under the nut. Place the level across the square tubes near the
machine or on the left side. rear of the form. Adjust the rear stabilizing turn-
buckle until the top rear of the form is level. Secure
NOTE: When the sensors are mounted under the turnbuckle in place with the jam nut.
the machine, it may be necessary to cut the
ends off of the steering wands so they clear the NOTE: lf the form does not have the open
ground. Do not cut them off closer than 8 to 9 front extension shroud, place the level on top of
in. (20 to 23cm) from the mount bracket. the front of the hopper to adjust the front turn'
buckle.

Connect the front sensors to their respective

electrical connectors on the left f ront bulkhead. The
steering sensor should be connected to the "steer"
plug and the grade sensor to the "grade" plug.
Connect the rear sensors to their connectors on the
left rear corner in the same manner.
:'-
tl
",
;,"*** ; if.. {' r.,'*"51\:-.'\\*.*\\\\\\
CAUTION: WHEN THE SENSORS ARE
DISCONNECTED, PLACE THE DUST CAPS
OVER THE ELECTRICAL PLUGS TO KEEP
MOISTURE AND DIRT OUT.
lf control of the machine is being taken from a

5-10
 COMMANDER III

guideline on the left side, refer to the Preliminary It is advisable to screw the steering adjustment
Adjustment section of the Standard Set-Up chapter. crank, in the end of the sensor arm assembly, out
lf the guideline is under the machine, move the (clockwise) 3 to 4 in. (7.6 to 10cm) before making
machine into position over the guideline. Steer the sensor adjustments. This will allow for minor
f ront or rear of the machine left or right as steering adjustments if needed. Place the grade
necessary, until approximately the same distance sensor wands under the guideline and the steering
exists between the guideline and the front of the sensor wands on the right side of the guideline. Turn
form and the guideline and the rear of the form. lf the sensor mount brackets until the shaft through
pouring over cage steel, the form should be parallel each of the steering sensors is parallel to the
to and centered over the steel. Steer the front and guideline and the shaft through each of the grade
rear tracks to the straight ahead position. sensors is at a 90" right angle to the guideline.
Adjust the steering sensors left or right (in or out)
until the deviation meter needle on each steering
amplifier is centered. lf a large amount of ad-
justment, 1 in. (2.5cm) or more, is necessary to
center the steering amplifier needles, loosen the
setscrews in the sensor pivot mount and adjust the
sensor arm assembly in or out as needed (save crank
adjustrnent for final fine adjustments). Tighten the
setscrews securely.
Adjust the f ront and rear grade sensors up or down
until the corresponding grade amplifier deviation
meter needle centers. lf a large amount of ad-
justment is necessary.to center the needle, loosen
the setscrews in the grade sensor jack and raise or
lower the jack as needed. Tighten the setscrews
securely.
Loosen the L-shaped clamp bolt in the grade jack
bracket and slide the jack left or right until the grade
sensor wand is centered beneath the guideline.
Place the "run-standby" switch on the slope Tighten the clamp bolt securely. Loosen the set-
"run" position and dial the slope dial
amplif ier in the screw in the steering sensor square tube mount and
to the required slope setting. Lower the machine slide the sensor assembly up or down until the line
using the front and rear grade amplifier "jog" crosses the wand 8 to 9 in. (20 to 23cm) from the
switches until the bottom of the slipform mpld is pivot point. Tighten the setscrew securely. The
lightly resting on the grade. Be sure the frame is sensor mounts should be adjusted until there is no
approximately the same distance above the less than t/q in. (6mm) and no more than 1t/z in.
guideline at the front and rear. Be certain that the (3.8cm) between the sensor wands.
tracks are straight ahead and stop the engine. Leave Adjust the spring tension on the sensor hubs to
the ignition switch in the "on" position. hold the wands firmly in contact with the guideline,
but not tight enough to deflect the line. Check for
the correct spring tension after the machine has
been adjusted to the line. Note the position of the
line on the grade wand. Pull the steering wand away
from the line and note the movement of the line on
the grade wand. lf the movement exceeds 1/8 in.
(3mm), the steering spring tension is too tight.
Loosen the tension slightly. Note the position of the
line on the steering wand. Pullthe grade wand down,
away f rom the line and note the movement of the line
on the steering wand. lf the movement exceeds 1/8
in. (3mm), the grade sensor spring tension is too
tight. Loosen the tension slightly. Pull the line away
from both sensor wands. The steering wand should
move left towards the line until the stop pin in the
sensor hub contacts the stop pin in the side of the
sensor. lf not,'tighten the spring slightly. The grade
wand should move up towards the line, until the stop
pin in the sensor hub contacts the stop pin in the
side of the sensor. lf not, tighten the spring slightly.
lf the sensor wands deflect the line more than 1/8 in.
(3mm), but the stop pin in the sensor and the hub will

5-11
 MMANDER

not contact one another, suspect that the line as

is
inlOequatety tensioned. Adjust the line
necessary.

NOTE: When checking the sensor wand

spring tension, it should. be done half way
Obt*6"n stations so the line holders do not
interfere.

NOTE: lt is advisable to raise the low end of

the machine, rather than lower the high end'

Start the engine and place all amplifier "run-

i'run" position' Place the
standby" switclies in the
;iiit ioir." switches or the "servo lock" switch in the
"-ti'i-position
-in and the "forward-reverse auto steer"
riuii.ri the "forward" position' Increase the
;;gi;; speed to maximum and slowly move the Measure f rom the guideline over to the f ront of
the
;trivet variable speed control" valve in the "in' sideplate. Record this measurement'
direction to start the machine moving' Move
"r.i"""
ine macnine forward 20 to 30 ft' (6 to 9m) and stop
' f,rt"i.rr"
the machine.
from the bottom of the machine frame
Oo*n-to ine guiOetine at the front' Record this
measurement.

Take Time
To Be
Safe! Measure from the guideline over to the rear of the
siOepiate. This measlrement should be within
% in'
totfijli tne front measurement' lf not, adjust the
sensors left or right' After adjusting. the
iteering
Measure from the bottom of the machine frame 20 to 30 ft'
i"ntori, move the machine forwardcorrect itself and (6 to
down to the guideline at the rear' This measurement gtito iiro* the sieering system to
;h;ri,j oe
"*itnin Vq in' (6mm) of the front recheck the measurements'
r"atrrement. lf not, adjust the grade sensors up or
down and recheck the measurement'
08 FINAL ADJUSTMENTS

5-12
 COMMANDER III

Adjust the slope of the straight back barrier form ment should be the required offset distance. lf not,
by holding a level against the straight side of the adjust the front and rear steering sensors evenly as
form. Plumb the level vertically and adjust the slope necessary. Moving .the sensors towards the
dial on the machine until the batter of the back of the guideline (left), increases the distance between the
wall is correct. line and form. Moving the sensors away from the
guideline (right) decreases the distance between the
line and form. After each adjustment, move the
machine forward 20 to 30 ft. (6 to 9m) and recheck
the offset.

When the guideline is under the machine, plumb a

level vertically against the guideline, in line with the
rear of the slipform hopper. Measure the distance
between the guideline side of the level and the
reference point (center of top, edge of base, etc.) on
the slipform mold. This measurement should be the
To adjust the slope of a standard barrier, locate required offset distance. lf not, adjust the front and
the center of the top of the wall. Locate the center of rear steering evenly as necessary.
the base of the wall. Hold a level in line with these Moving the sensors toward the guideline (left),
two marks. Adjust the slope dial until the wall is at decreases the distance between the line and the
the desired slope. form. Moving the sensors away from the guideline
(right) increases the distance between the line and
form. After each adjustment, move the machine
When the guideline is on the left side of the forward 20 to 30 ft. (6 to 9m) and recheck the offset.
machine, plumb a level vertically against the
guideline, in line with the rear of the slipform hopper.
Measure the distance between the guideline side of
the level and the reference point (center of top, edge
of base, etc.) on the slipform mold. This measure-
It Pays To Be Safe!
5-13
 COMMANDER III

lf the barrier form is equipped with standard

sideplates, or hydraulic sideplates which are not
sensored and the wall is being poured on a smooth
surface such as concrete or asphalt, the grade iS
tormally adjusted so that the bottom of the form
:lears any high spots in the grade by at least 1/B in.
3mm). Adjust the grade sensors up or down evenly
rs necessary and recheck measurement. arm on the sensor. Adjust the arm up or down until
the sideplate is 1/8 to t/q in. (3 to 6mm) above the
grade. Do the same front and rear and on both sides
if necessary.

lf the barrier form is equipped with sensored

sideplates, or the wall is being poured on an uneven
base, such as gravel or dirt, hold a level, plumbed lf the barrier wall is to be poured over cage steel, it
horizontally, above or below the guideline and ex- is recommended to dry run the length of the job, if
tended over to the rear of the form. Measure f rom the possible. Make certain that the steel is properly set
guideline side of the level to the top of the rear of the and the vibrators clear it by a minimum of 1 in.
lorm. lf the measurement is incorrect, adjust both (2.5cm).
grade sensors up or down equally as required. After the machine has been set to line and grade,
Moving the sensors up, lowers the grade and moving it will be necessary to move it back to the start of the
lhe sensors down raises the grade. One turn of the job. Set the "forward-reverse auto steer" switch to
grade jack crank changes the grade approximately the "reverse" position. Place the "travel directional
1/8 in. (3mm). control" valve in "reverse" position. Move the "travel
variable control" valve in the "increase" direction to
NOTE: Be certain to allow for top slump when move the machine to.the start of the pour. lt may be
checking grade. necessary to raise the machine a small amount to
prevent the form from catching on any obstacles.
lf the form is equipped with sensored sideplates,
'emove the support pin and allow the ski to swing 09 POURING OPERATIONS
lown onto the grade. lnsert the sensing arm into the
5-14
 COMMANDER III

and the discharge hopper should also be coated.

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

CAUTION: DO NOT PLACE OIL ON THE

OPERATORS PLATFORM.

GOMACO TIP: Place plastic or burlap over

the machine f rame, directly below the conveyor
to aid in clean up at the end of the day.

Move the "conveyor directional control" valve to

the "forward" position and pull the "vibrator-
auxiliary travel" valve out to the "vibrator" position.
Rotate each "vibrator variable control" valve, that
has a vibrator attached, counterclockwise to the
maximum position. Place the "vibrator override"
switch on current machines in the "off" position.
Discharge concrete onto the conveyor from the
supply truck. Fill the hopper of the slipform mold at
least three-fourths full. Move the "variable speed
Starting Pour From Header: When first beginning control" valve in the "increase" direction just
the barrier wall pour, it is recommended that a
enough to start the vibrators without moving the
template form be used to start f rom. The header form
machine. Allow the Vibrators to force the concrete
should be at least % in. (13mm) smaller than the wall
on the top and both sides. Set the header form at the
back into the form around the header, until it is
beginning point of the pour and brace it adequately
completely full. Keep the slipform hopper a
minimum of three-fourths full by starting and
as there will be an extreme amount of pressure stopping the conveyor as necessary.
against it when the concrete is f irst vibrated against
it. After the header form is set, slowly back the When the form is completely full around the
machine over it until it is approximately 1Vz fl. (46
header form, move the "variable speed control"
valve in the "increase" direction to position number
cm) from the rear of the form hopper. Stop the 2 to start the machine forward movement. After the
machine. Place the "forward-reverse auto steer"
switch in the "forward" position and the "travel concrete begins to slip from the form, adjust the
travel speed and vibration as required.
directional control" valve in the "forward" position.
Be certain that the "run-standby" switch on all five
amplif iers is in the "run" position and the "lift lock"
switches or "servo lock" switch is in the "off"
oosition.

Continuing the Pour From an Existing Wall: lf the

It is advisable to coat the inside and outside of the pour is to start, or continue, from an existing wall, it
form and the machine frame below the conveyor is necessary that the grade at the end of the existing
with form oil. The conveyor frame, receiving hopper wall is correct. Back the machine to the start of the
5-15
 COMMANDER III

pour, as previously described, until the rear of the

slipform mold is against the existing wall.

NOTE: The slipform mold will not f it over the

product that was poured with it at a previous
time. Concrete slump causes the product to
expand wider than the slipform prof ile.

Set all controls for pouring as previously

described.

Remove the cover plate from the top of the form.

Begin filling the form and vibrating the concrete
back into the form. Insert a stinger type vibrator into
the opening in the top of the form and "work" the
concrete to the rear of the form. Continue to "work"
the concrete until the form is completely full. Stop To check the offset, plumb a level vertically along
the main vibrators on the machine and withdraw the the side of the guideline. Measure the distance
stinger vibrator. Reinstall the cover plate on the top between the guideline side of the level and the
of the form. Begin pouring forward as previously concrete reference point (center of top, edge of
described. By filling the forin in this manner, a base, etc.). Adjust the f ront and rear steering sensors
majority of the hand work needed to complete the evenly, left or right as necessary.
joint is eliminated.

After pouring 15 to 20 ft. (4.6 to 6m)check the final

product for proper slope, line and grade. lf ad- $afety
justments are needed, make them in small in-
crements over a great distance. For example, if the
grade requires a change ol t/q in. (6mm), adjust it 1/8
Saves
in. (3mm) every 5 ft. (1.5m) or more. To check the
slope of a straight backed barrier (parapet), plumb a
Time
level vertically along the back of the wall and check To check the.grade, lightly place a level on the top
for the correct amount of batter. To check the slope of the walland plumb it over, or under, the guideline.
of a standard barrier, plumb a level vertically along Measure the distance between the concrete side of
the edge of the wall base and measure over to the the level and the guideline. Adjust the front and rear
center of the wall. Adjust the slope with the slope grade sensors up or down, evenly, to get the proper
dialas necessary. measurement.
5-16
 When pouring over cage steel, it is important that
'the steel be set straight and even. Observe the steel
going into the front of the form to be sure there is
equal clearance on all sides. Adjust steel or machine
as necessary. Be certain that the steel is adequately
tied and braced to prevent movement.

Gontinuing the Pour: Production rate (or travel

speed)is determined by many factors, of which a few
are:

1. Delivery rate of the concrete mix. lf the con-

crete mix cannot be readily discharged from the
supply truck, the production rate will be
lowered. The size of the slipform mold will have
a direct affect on how far each load will go.

GOMACO TIP: lf the concrete redi-mix truck is

equipped with secondary discharge f ins, it is When the concrete mix becomes too wet (high
recommended to remove them to aid in the slump), it may be necessary to increase the travel
discharge of the low slump concrete mix. speed and/or decrease the vibration to avoid a
"puffy" surface. lf the concrete is extremely wet, the
2. How dry the concrete mix is (slump). The drier top of the wall may slump excessively, or even fall
the concrete, the slower the travel speed will over. When pouring over cage steel, wet concrete
be, resulting in a lower production rate. The may cause the bars of steel to ref lect in the concrete
recommended concrete slump is 1 in. + t/q in. surface. The solution would be to get the concrete
(2.5cm + 6mm). mix drier, or refuse to accept it. Figure 564 gives an
example of concrete that is too wet and poured over
cage steel.

5-17
 _ COMMANDER III

number two or above. This will start the vibrators at

the same instance as the machine travel begins.
After the machine is moving, adjust the travel speed
as necessary. Figure 566 gives an example of run-
ning the vibrators without moving the machine.

GOMACO TIP: When it is necessary to stop for a

short period of time, it is recommended to lift the
"variable speed control" valve lever just clear of the
micro switch button to start the vibrators operating.
Allow the vibrators to operate for 5 to 1O seconds
before moving the machine to shake the concrete
free in the form. This will help eliminate the
possibility of the wall tearing when the machine
moves forward. lt may also be advisable to turn all
the vibrator variables to the maximum position.

When the concrete mix becomes too dry (low

slump), it may be necessary to decrease travel speed
and/or increase vibration to eliminate "voids" in the
concrete surface. lf the concrete is extremely dry,
large "voids" may appear in the surface, or the
concrete may even pull apart. The solution would
then be to add water to the concrete mix, or if
necessary, refuse to accept it. Figure 565 gives an
example of concrete that is too drv.

When it becomes necessary to wait for concrete

delivery, it is recommended to have the hopper
completely full when the last truck departs,
especially if the temperature is extremely warm.
Slowly move the machine forward approximately 1 ft.
(30cm) every 5 to 10 minutes. lt is recommended to
set the vibrators to maximum before moving the
machine, after it has set for a period of time. Figure
567 gives an example of what can happen if too
much time is spent waiting on concrete.

Be $ure to
Be Safe!
During pouring operations, it occasionally
becomes necessary to stop and start the machine During pouring operations, it is important that
travel. When stopping, rapidly move the "variable nothing, or no one bumps the guideline. Be sure
speed control" valve in the "decrease" direction to there is no debris aQainst the guideline which could
the stop, depressing the micro switch button. This become entangled in the sensor wands. Be certain
causes the vibrators to stop at the same instance as that persons working around the rnachine do not
the machine travel ceases. When starting the come in contact with the line. Figure 568 shows an
machine travel, rapidly move the "variable speed example of what can happen when someone, or
control" valve in the "increase" direction to oosition something comes in contact with the guideline.

5-18
 COMMANDER III
Apply any finishing practices to the wall as may
be
necessary such as a broom finish. Cut any
necessary
control joints. After all f inishing is completeO,
appty
curing compound as necessary.

**..\N

. lf pouring over cage steel, it is possible set a

template form to pour over at the end of to poii
The temptate shoutd be cut at teasi lZ, tne
in. tf fmmj
smaller than the wall on the top Ootn sides. Set
the template at the end of ttie"nO pow-and brace it
adequately, as there will be
pressure against it as the concrete amount of
"n "itr"mein the nopper,
P,"ing.vibrated goes over it. As the temptate begins
to go into the f ront of the form, be
that it does
not catch on the sides or top. ""ii"in

When
. Jhe top of the wall needs to be repaired due
lo ?ny of the preceding causes, it is recommended
to instail forms on each side. blamplne torms
in
ptace so the ends ar.e e.ven with the tbp
of the gooJ
sections of wall. Fill the forms with-6oncrete
and
f inish as necessary.

_,^Ylgl _"_ndinq.
the pour, stop the conveyor. Con_
ilnue to move the machine forward until ill of the
concrete has slipped f rom under the form. push
"auxiliary travel vibrator', selectot. the
ualu" rn to the
travet,, position or, pif".-ihe ,,vibrator
-3yrjll,"lyswitch in the ,,on,, position,
override" place the ,,run-
 COMMANDER III

standby" switches on the front and rear steer and The machine should be cleaned as soon as
front and rear grade amplifiers in the "standby" possible after pouring operations have ended. lt is
position. Raise the machine using the appropriate advisable to f ill the water tank on the machine (if so
"jog" switches and move the machine to an area equipped) at the start of the pour, so water for
where it can be cleaned. cleaning purposes is available at the end of the pour.
To fill the water tank, turn the air control valve, on
top of the tank, clockwise to the stop, with the tank
valve wrench (supplied in tool box) to release the air
pressure from the tank. Push in on the flapper door
and insert a fill hose when all of the air pressure has
been removed. When the tank is full, remove the fill
hose and allow the f lapper door to close. Turn the air
control valve, counterclockwise to the stop, to
pressurize the tank. Allow the engine to run at 1500
rpm to maintain the air pressure.
Uncoil the hose from the hose hanger on the side
of the tank and wash the concrete off of the
machine. lt is recommended that the inside of the
form be washed first. Clean the inside of the form
thoroughly, as any concrete left to dry on the inside
will affect the f inal concrete f inish when the pour is
resumed.
The spray pattern emitted from the hose nozzle is
adjustable from a spray to a stream, by rotating the
nozzle housing. The amOunt of water delivery is
The sensors should be removed before washing determined by how far the nozzle handle is
the machine. lt is advisable to mark the sensor depressed.
location on the mounts orior to their removal. This
will speed set up time if the pour is to be continued
at a later date. Be sure to place the protective dust
caps over the electrical plugs to keep moisture and
dirt out.

A SAFETY PAYSII

5-20
 COMMANDER III

CHAPTER VI MAINTENANCE

01 CONTENT OF CHAPTER 4. Evidence of satisfactory performance in Detroit

Diesel engines has been shown to the
This chapter contains detailed instructions for the customer and to Detroit Diesel Allison by the
lubrication and adjustments necessary for trouble oilsuppliers.
free operation of the Commander lll. Also included
are fuel and lubricant specifications. lt is advisable Refer to the Detroit Diesel Engine Manual or the
to perform all lubrication checks and services prior Fuels and Lubricating Oils for Detroit Diesel Engines
to initial machine set-up. publication (available f rom Detroit Diesel dealers) for
Instructions for the servicing of the battery, further information and specif ications.
charging system, f uel system, engine cooling
system, engine lubrication system and the machine
hydraulic systems are included in this section. Also
included are instructions for adjusting the pressure
of the various hydraulic circuits and for adjusting the
steering systems.
I Hvonnulc otl coNVERStoN
AMOCO
AMOCO AW68
PRTOR TO 1988
LUBRIPLATE
cHART

HO2 (FLUID LUBRICANT 3V)

I
RYKON OL 68
ARCO MOBIL
'
02 FUELS Arco Duro AW68
DTE26

CHEVFON PHILLIPS
The quality of fuel oil used for high speed diesel EP HYDRAULIC OIL 68 MAGNUS A68
engine operation is a very important factor in ob- CITIES SERVICE
taining satisfactory engine performance, long PACEMAKER XD3O
SHELL

engine life and acceptable exhaust. TELLUS 68

Fuel oil should be kept clean and free of con- coNoco SINCLAIR

tamination. Storage tanks should be inspected SUPEF HYDRAULIo 68 HYDRAULIC 3'

regularly for dirt, water or water emulsion sludge and EXXON SUN

cleaned if contaminated. Storage instability of the NUTO H-68 suNvts 83'twR (suNVts 754)
f uel can lead to the formation of varnish or sludge in GULF (SUNFLEET PREM. HYD. 3OO)

the tank. To keep the fuel system in its most ef- HAFMONY 54AW TEXACO
ficient condition, keep all dirt, water and other (SECURITY TOAW) RANDO HD68
foreign matter out of the f uel and avoid storing fuel KENDALL UNION 76
for a long period of time. KENOLR&DAW68 UNAX AW68
Refer to the Detroit Diesel Engine Manual for KEYSTONE
further information and specif ications. KLC 10130

03 LUBRICANTS
+ GOMACO Standard Oil

Effective use of the proper lubricating oils and

grease is perhaps the most important step towards
low upkeep cost, long machine life and satisfactory Hydraulic Oil: GOMACO recommends any anti-wear
service. Use only lubricants specified in this section. hydraulic oil with an l.S.O. viscosity rating of 315 at 100.
Apply them at the intervals and according to the F. (37'C) such as Arco Duro AW-68 in machines priorto
instructions in the lubrication section. 1988, orwith an LS.O. viscosity rating of 215 at 100. F.
(37'C) such as Arco Duro AW-46 in machines after .1987
Engine Lubrication Oil: Detroit Diesel Allison (installed in the machine at the factory). Refer to the
recommends the use of SAE-30 and SAE-40 lube oils appropriate chart (see above or at the end of chapteO for
providing the following ash limits, zinc require- equivalent oils.
ments, oil performance levels and conditions are
met: Gear Case Oils: Use SAE 90 gear oil with E p
additives in the track drive gear cases and in the dual
1. The sulfated ash content of the lubricant shall hydraulic pump drive gear case. Use of other types of
not exceed 1"/o by weight, except lubricant that oils will not give satisfactory service and may result in
contains only barium detergent-dispersant eventual damage.
salts where 15% by weight is allowed.
2. The lubricant shall meet the performance Greasej Use any multipurpose lithium soap grease
requirements shown in Service Classifications for all grease fittings unless instructed otherwise.
CD/SE. Application of grease as instructed in this chapter will
3. The zinc content shall be a minimum of 0.077" provide proper lubrication and will keep contamination
by weight. out of bearinos.

6-1
 COMMANDER III

CAUTION: USE ONLY HIGH GRADE

LUBRICANTS WHICH HAVE BEEN STORED
IN CLEAN CONTAINERS. WIPE AWAY ALL
GREASE AND DIRT BEFORE REMOVING
FILLER CAPS OR PLUGS. WIPE GREASE
FITTINGS CLEAN BEFORE LUBRICATING.

04 TEN HOUR OR DAILY SERVICE

Check the hydraulic oil level by observing oil level

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

Check engine crankcase oil level with the bayonet

gauge. Do not operate the engine with oil level below
the bottom mark. Check the oil level ten minutes
after stopping the engine. lf the oil level is low, add
the proper grade of oil through the oil fill opening
until the oil level is to the full mark on the bayonet
gauge.
Check and clean the engine compartment,
radiator core and oil cooler core if necess'ary. The
engine compartment should be cleaned by blowing
it out with compressed air or by washing it out with a
pressure washer (maximum pressure 100 psi; 6.9
bar), Allow the engine to cool before washing the
compartment. The radiator and oil cooler cores can Refill the fuel tank at the end of each day with
also be cleaned with compressed air or a pressure clean, fresh fuel. Keeping the fuel tank full. reduces
washer. The cores should be cleaned from the inside condensation to a minimum.
to the outside.

NOTE: lf the machine is equipped with a "pusher"

fan, wash from the outside to the inside.

A cc;dent$
A Are
Costly!
6-2
 COMMANDER III

Grease the idler sprocket and idler rollers on the

GOMACO manufactured tracks installed on early
production machines or installed as options on
current production. For lubrication instructions for
the rollers on the current production "Series One"
Berco track, or for the optional "B-1" series Berco
track, refer to the 600 Hour or Annual Service section
(section 08).

Grease the bearing on the auger shaft end of the

trimmerhead until resistance is felt against the
grease gun handle (1 or 2 pumps). Do not over grease
as seal damage could result.

NOTE: Under dry, dusty or sandy conditions, it

may be necessary to grease the trimmer auger shaft
bearing more f requently.

With the trimmer wheel rotating slowly, inject

grease into the fitting next to the drive motor, until
grease is expelled from around the large trim-
merhead gearbox mounting f lange seal. lt is
recommended that a multipurpose, high tem-
perature grease can be used in this location.

CAUTION: KEEP HANDS AND FEET AWAY

FROM ROTATING TRIMMER WHEEL.

05 FIFTY HOUR OR WEEKLY SERVICE

Perform all ten hour lubrication and periodic

services.

Grease bearings on each side of the conveyor

drive pulley (upper end) on early production
machines until resistance is felt against the grease
gun handle (1 or 2 pumps). Do not over grease as seal
damage could result. On current production
machines grease the bearing on the side opposite of
the drive motor.

,r. Take Time to

rr be safei
Grease the track drive shaft bearing on all three
GOMACO manufactured tracks until resistance is
felt against the grease gun handle (1 or 2 pumps). Do
not over grease as seal damage could result.

6-3
 COMMANDER III

Grease bearings on each side of the conveyor idler Grease the bearings on each end of the slipform
pulley (lower end) until resistance is felt against the mold cross auger (if so equipped) until resistance is
grease gun handle (1 or 2 pumps). Do not over grease felt against the grease gun handle (1 or 2 pumps). Do
as seal damage could result. not over grease as seal damage could result.

Grease the bearings on the conveyor troughing Check gear oil level in the GOMACO manufac-
rollers until resistance is felt against the grease gun tured track drive gearboxes. Remove the check plug
handle (1 or 2 pumps). Do not over grease as seal in the side of the gearbox. Gear oil should flow from
damage could result. the opening. lf not, add EP-90 gear oil through the
front fill plug opening, until it begins to f low f rom the
check plug opening.

NOTE: lf hydraulic oil flows from the check plug

hole when the plug is removed, suspect that the
shaft seal on the drive motor has failed. lt will be
necessary to remove the drive motor and replace the
seal.

To check the gear oil level in the "torque hub"

track drive gearbox used on Berco "Series One" or
the "B-1" tracks, rotate the track until the fill/drain
plug is at the top of the box. Remove the check plug
from the center.of the gearbox. Gear oil should f low
from the opening. lf not, add EP-90 gear oil until it
Grease the bearings on each side of the conveyor begins to flow from the check plug opening.
return rollers until resistance is felt against the
grease gun handle (1 or 2 pumps). Do not over grease NOTE: lf hydraulic oil flows from the check plug
as seal damage could result. hole, suspect that the shaft seal on the hydraulic

6-4
 cleani ng i nstructions).

drive motor has failed. lt will be necessary to remove

the drive motor and replace the seal.

Check the coolant level in the engine radiator.

Remove the two cap screws and remove the access
door to get to the radiator cap. Coolant level should
be one inch (2.5cm) down from the bottom of the
filler neck. See the Detroit Diesel Engine Manual or
the Coolant for Detroit Diesel Engine publication
(available from Detroit Diesel dealers) for further
Check the gear oil level in the dual pump drive coolant system i nstructions.
gearbox on the rear of the engine. Gear oil should
flow from the check opening when the plug is CAUTION: lF lT lS NECESSARY TO ADD
removed. lf not, add EP-90 gear oil through the top COOLANT TO THE SYSTEM WHEN THE
fill plug opening, until it begins to flow from the ENGINE IS HOT AND/OR HAS
check plug opening. OVERHEATED, USE CARE TO AVOID BEING
SCALDED. PLACE A RAG OVER THE
NOTE: lf hydraulic oil flows from the check plug RADIATOR CAP AND TURN IT SLOWLY TO
hole when the plug is removed, suspect that the THE FIRST STOP WHICH ALLOWS STEAM
shaft seal on one of the two hydraulic pumps has TO ESCAPE THROUGH THE OVERFLOW
failed. lt will be necessary to remove one, or possibly TUBE. WHEN THE ENGINE IS HOT AND/OR
both, of the pumps to f ind and replace the defective OVERHEATED, POUR COOLANT SLOWLY
seal. INTO THE RADIATOR, WITH THE ENGINE
SLOWLY IDLING, UNTIL THE LEVEL 1S ONE
Service the air cleaner element every f ifty hours of
lNcH (2.5CM) BELOW THE BOTTOM OF THE
FILLER NECK.
operation under dirty conditions, when a loss of
power is evident, or when red signal on the
restriction indicator (fig. 201) remains locked in full Check the level of electrolyte (acid and water
view with the engine stopped. (See section 09 for solution) in each of the cells of the battery. Use
6-5
 COMMANDER III

1. With the track loosened slightly, measure the

distance between the spring retainer cups. This
measurement should be 2'21/+ in. (5-5.7cm). lf
distilled water or any clean water that is f it to drink not, adjust the nut on the retainer cup until the
and does not have a high mineral content to fill the measurement is correct.
cells to the bottom of the f iller necks.

NOTE: Do not add water in freezing weather

unless the engine is to be run two or three hours to
thoroughly mix the water and electrolyte.

2. Loosen jam nut and turn adjuster nut one turn

on one side and then one turn on the other side.
Continue to turn the adjuster nuts evenly until
the head of the adjuster bolt just begins to
move away from the adjustment plate.
3. Back each adjuster nut off one complete turn
and tighten jam nut.

NOTE: lt is recommended to drive the machine on

a hard surface to remove dirt and debris from track
chain, before tensioning.
Check the tension of the accessary drive belts on
the front of the engine. Adjust the belt tension so
that a firm push with the thumb at a point midway
between two pulleys will depress the belt 1/z to t/q in.
(1.5 to 2.0cm). When adjusting the air compressor
drive belt tension (if so equipped), adjust the tension
of the fan drive belt f irst.
Be Sure tG
Check the tension on the GOMACO manufactured
crawler tracks. Attempt to lift the chain on the top of Be Safe!
the tratk. lf the chain can be lifted more or less than
one inch (2.5cm), the track will need adjusting. To
adjust the track, proceed as follows:

6-6
 COMMANDER ill

To align the belt, start the engine and allow it to

run at 1000 rpm. Move the "conveyor directional
control" valve to the "forward" position and allow
the belt to rotate. Observe the belt to see which side
-- it is running to. Turn the idler pulley adjuster nut, in
small increments, on the side the belt is running to.
Allow the belt to rotate five or six complete
revolutions before making more adjustments to
allbw time for belt to center itself. Secure adjuster
nut with jam nut.

NOTE: lf belt will not stay properly aligned, check

troughing rollers for squareness to frame and adjust
if necessary.

Adjust the tension of the track chain on the Berco

"Series One" or "B-1" tracks by injecting grease into
the adjuster f itting. Track is properly adjusted when
there is 1 in. (2.5cm) sag in the chain between the
front idler roller and the drive sprocket on the top of
the track. lf the track chain must be loosened, use a
small pointed instrument and depress the ball in the
center of the grease f itting.

To adjust the conveyor drive chain, open the

access cover. Loosen the two motor mount at-
taching cap screws and the jam nut on the adjuster
bolt. Turn the adjuster bolt until there is % in. (6mm)
def lection in the drive chain between the two
sprockets. Tighten the jam nut and attaching cap
screws securely. Close the access cover.

CAUTION: DO NOT OPERATE THE

CONVEYOR WITH THE ACCESS COVER
REMOVED.

Check the conveyor belt tension and alignment. lf

the belt tension is insufficient (apparent by drive
pulley slippage), tighten the belt by adjusting the
position of the idler pulley evenly on both sides.

Inspect the belt wiper on the underside of the

conveyor just inside of the discharge hopper. lf the
wiper is damaged or is worn out, it wil'l need to be
replaced. Remove the lock nut and the adiustment

6-7
 COMMANDER III

nut on the wiper adjustment bolt. Remove the wiper

assembly (it may be necessary to remove the
discharge chute). Remove the bolts through the
wiper. Replace the wiper belt, reinstall the bolts, and
tighten securely.

One way to adjust the trimmer wheel is to position

the Commander lll on a flat, level, concrete or
asphalt surface. Place a 6" x 6" x 3/8" (1Scm x 15cm
x 1cm) steel plate under each end of the trimmer-
head moldboard. Lower the machine until the
moldboard rests on the plate. Make sure the
machine frame is parallel to the surface it is setting
on. Allow the engine to run at the lowest speed and
move the "trimmerhead'control" valve to the "for-
ward" position.
Reinstall the wiper assembly in the guides. Place
the springs down over the adjustment bolts. Place
the flat washer and the adjustment nut on the bolt
and adjust until there is approximately t7, in. (12.5
mm) distance between the f lat washer and the end of
the spring cup. Secure the adjustment nut with the
lock nut.

-,Y

To adjust the auger drive chain on slipform molds Slightly loosen the cap screws securing the guide
so equipped, open the access door. Loosen the four plates at each end of the trimmerhead. Adjust the
motor mounting bolts. Pry back on the motor until trimmer wheel up or down with the adjusting bolts
there is %" (6mm) deflection in the drive chain until the teeth lightly strike the concrete or asphalt
between the sprockets. Tighten the mounting bolts surface. Tighten all cap screws and setscrews
and close the access door. securely.

CAUTION: DO NOT OPERATE THE

SLIPFORM MOLD AUGER WITH THE AC.
CESS COVER REMOVED. Take Time to
The trimmer wheel is properly adjusted when the
teeth are t/a to 318 in. (6 to 10mm) below the cutting be Safe!
edge of the moldboard.
6-8
 tooth and drive it out. place a new tooth in the
holder
and drive it into place.

Ugi.ng the amplifier ,,jog" switches, raise

machine to maximum up position. place grease the
all four sides of the innei guiJe tubei- on ail on
tracks mounts. Using_a,rlg, s.pread the grease three
evenly
over the entire inner guidetube surface]

The trimmer wheel can also be adjusted

during
tri m m i n g
operations by.observi n g in"li n i rned g rade
behind the machine. When trirn"rninl, teeth
marks
be st.ighily visibte in the Jrogiid". tf
:lgrlo
set more than 3/8" (1cm) betow"tne mofOOo"iOI teerh are
excessive loose materiat will be left on in",ril;;;l
lf the teeth are set above tne mofOOoaid, increased
tractive pressure will result ,J *Jf'u" a poorty
-"O1r.tr"nt
finished subgrade. Trimmer wneet
be made to compensate for tootn weai.-'
must

the drain petcock on the bottom of the

_^_Open.
reservoir (if so equipped) and attow aliwater air
from tank. to drain

06150 HOUR OR MONTHLY SERVICE

Perform all '10 hour and S0 hour lubrication

periodic services. and

Safety
,, Teeth must be replaced on the trimmerhead
they wear down far enough that the tooth when
A^A.
Saves
begins to wear. place one -end of a s/t,,(Zcm) holder
rounO
bar, 3 ft. (91.4cm) tong, against the root
of
lOack) the

6-9
 NOTE: The Cummins engine oil and filter should be
changed every 250 hours, or -3 months, using
Oasicilty the same procedures. Refgr to the Cum-
mins ehgine operators manual for f urther in'
structions.

Change the engine oil by removing the cap from

the drai-n hose and allowing the oil to drain into a
container. Oil should be drained at the end of a work
dav while it is still warm. This will allow the oil to
drdin faster and all contamination suspended in the
oilwilldrain with it.

Grease the bronze bearing at the lower end of

each track guide tube. Give each of the four grease
f ittings, on each guide tube,5'6
pumps of grease'

Remove the engine oil filter canister and replace

tne iitter element-with a new one' Replace the seal
ouit in the f ilter base before reinstalling the filte.r
"t lf the filter element is of the "throw away"
E"ni.1"t.
tvpe. replace the entire element. Fill the filter can
*itn'ctebn engine oil before installing, especially on 2/g
iuino-"n"tged-engines. Tighten the filter element
of a turn afier the gasket contacts the. base'
Grease the guide plate at the upper end of each
Replace the drain cap (fig. 636) and refill the track guide tube. Give each of the four grease fit'
engine with the proper grade. of oil in accordance tings, on each guide tube,5'6 pumps of grease'
*if,i tn" instruciions gfven in the lubricating .oil
Joecification section of tne Detroit Diesel Engine
Vianuat. Start the engine and inspect the oil filter
canister for leaks.
6-10
 Tighten the setscrews snug against the square
tube. on thg top of the leg oi c-urrent production
machines. Tighten the jam nuts securely.

Turn the setscrews in snug against the plate on

the bottom of the outer guide-tubi on each ieg. Tt-Lis
wil.l elim.inate any looseness between the inn6r and
Grease each of the trolley wheels on the hold
outer guide tubes. Tighten the jam nuts securely.
down assembly until grease is expelled trom Oet_
ween the shaft and the wheel.

Grease the track, pivot yoke pin, on each track,

unti,l grease is expelled from between the pin
and the
bushing.

Turn the setscrews in.snug against the top guide

plate retainer on all machines. T-ighten the jarn"nuts
securely. Slighily loosen the bolts in the retainer
plates and drive the plates tight against the
sqr"ie
guide tube to eliminate any slick ori early machines.

lf a wet tyie filteretement is used in ine air

compressor (if so equipped), remove the element
6-11
 COMMANDER III

and place it in clean solvent or diesel fuel. Squeeze 07 3OO HOUR SERVICE
the element repeatedly until it is clean. Squeeze all
solvent or diesel fuel from the element and then Perform all 10 hour,50 hour and 150 hour
soak it in clean engine oil. Squeeze the excess oil I ubrication and periodic services.
from the element and replace it.
lf the air compressor is equipped with a dry type
filter element, unhook the clamp legs on the cover
from the filter base and remove the cover and filter
element. Blow the filter element clean with com-
pressed air. Replace the filter element and secure
the cover over it by hooking the clamp legs behind
the f ilter base. The filter element should be replaced
after six cleanings, or annually, whichever comes
first.

NOTE: The dry type f ilter element can be washed,

using the same procedure as is used to wash the
engine air f ilter element (section 09).

Grease the f ront and rear pivot pins in the

swinging left f ront extension assembly (if so
equipped) until grease is expelled from between the
pins and the bushings.

A SAFETY IS

NO ACGIDENT!!

6-12
 COMMANDERIII
Replace the fuel f ilter elements by removing the cap
--
screw in the filter cap. Discard the old filters and
mounting gaskets and replace with new. Fill the fuel
filter cans with clean fuel before reinstalling them.
Replace the seal washer on the retaining cap screw
and tighten securely.
lf the filter elements are of the "throw away" type,
replace the entire element. Fill the new elements
with clean fuel before reinstalling them. Tighten the
f ilter elements 3/4 of a turn after the gasket contacts
the base. Refer to the Detroit Diesel Engine Manual
for f urther f uel system service.

NOTE: The fuel filters on Cummins engines are

changed after every 500 hours, or 6 months using
basically the same procedures. Drain the water from
the water trap in the bottom of the front fuel filter on
the Cummins engine daily. Turn the drain out ap-
proximately 172 turns and allow a small amount of
f uel and any water to drain. Tighten the drain f itting
securely. Refer to the Cummins engine manual for
further instructions. Replace the high pressure lift filter (if so equip-
ped) by unscrewing the canister and discarding the
08 600 HOUR OR ANNUAL SERVICE oil filter element. Replace the element with a new
one and reinstall the canister. Tighten securely.
Perform all 10 hour, 50 hour, 150 hour and 300 hour
I ubrication and periodic services. NOTE: The filter element should initially be
replaced after the f irst 50 hours of operation.

Change the lift circuit f ilter. Unscrew the element

and discard. Fill a new element with clean hydraulic
oil and screw it into place. Turn element s/a to 1 turn Replace the main hydraulic f ilter element. Remove
after the o-ring seal makes contact with the filter the access cover on the top of the auxiliary console.
base. Be sure old o-ring seal is removed and new one Remove the filter cap by removing the four cap
is in place. screws and lifting the cover off .

NOTE: Filter should initially be reptaced after the

f irst 50 hours of machine operation. Remove the retainer spring, relief valve assembly
and the filter element. Discard the old element and
replace with. a new one. Be sure the element is
CAUTION: DO NOT USE A PAPER FILTER centered over the guide in the bottom of the filter
ELEMENT IN THE LIFT CIRCUIT AS IT WILL canister. Replace the relief valve assembly (spring
GREATLY RESTRICT THE OIL SUPPLY TO end down)and then the retainer spring. Check the o-
THE LIFT PUMP. USE ONLY A 1OO WIRE ring on the cover and replace if necessary. Bolt the
MESH FILTER ELEMENT. f ilter cap in place and replace the access cover.

6-13
 spect the magnetic straps and replace any that are
cracked. Replace the magnetic straps and replace
the elements. Hand tighten the elements only'
Replace the access cover gasket (part #GT62'194)
NOTE: Main filter element should initially be and cover. Replace the rubber seal washers (part
replaced after the first 50 hours of operation. Filter #30A96) on the cover cap screws if damaged.
element should also be replaced when the filter Replace the hydraulic oil that was removed and add
pressure indicator is in the red with the hydraulic oil more if necessary to bring oil level up to the full mark
at operating temPerature. on the sight gauge.

NOTE: Sump filters should be cleaned every time

the main filter is replaced. Sump filter elements
need be replaced only if damaged.

The hydraulic oil needs to be changed only if

contaminated. Oil is contaminated when main filter
Remove and clean the sump filters. Remove the element needs replacing frequently, or when water
drain plug in the bottom of the hydraulic tank (below or diesel fuel has entered the hydraulic system. To
the surge tank), and drain 25'30 gallons (95-114L) of drain, remove the drain plug from each side tank and
hydraulic oil into a clean container. Clean the drain each cross tank (4 locations). Wash the magnetic
plug and place sealer on the threads and replace the drain plugs off and place sealer on the threads
ptug. Remove the access cover from the rear of the before replacing plugs. Refill hydraulic tank with
surge tank. Reach down into the tank and unscrew proper hydraulic oil. Hydraulic oil capacity is 170
the two sump f ilters and remove them. U.S. gallons (6441).

'Afterthefi|tere|ementsareremoVed,removether
masnetic straps and wash the erements and straps e!
I lt PayS TO Be $af.---_-_J
in dlean solvent or diesel fuel. Blow them dry. ln'
|

6-14
 Check the oil level of the lower track idler rollers
on the Berco "Series One" or "B-1" tracks. flemove
the rock guard from one side of the track. Rotate the
rollers until the check plug is in the horizontal
position. Remove the plug using a 6mm hex wrench.
Oil should f low from the opening. lf not, inject EP-90
gear oil into the roller with a pump ty-pe oil can.
Replace the pluE. Do all the rollers the same on each
track.

Drain the gear oil from the dual pump drive and
refill it with fresh EP-90 gear oil. To drain, remove the
drain plug located in the bottom of the gear case.

Check the oil level of the front idler roller on each

of the Berco "Series One" or "B-1" tracks. Rotate the
idler roller until the check plug is to the front and in
the horizontal position. Remove the plug using a
6mm hex wrench. Oil should flow from the check
opening. lf not, inject EP-90 gear oil into the roller
with a pump type oil can. Replace the plug.

09 SERVICING AIR CLEANER

Drain the gear oil f rom the 'torque hub" track drive
gearboxes (if so equipped) and refill with clean new
EP-90 gear oil. Rotate the fill/drain plug to the bot-
tom to drain the oil.

NOTE: The track drive gear oil should be changed

after the f irst 50 hours of operation.

Donaldson Air Cleaner: To remove the Donaldson

air cleaner filter element, loosen the clamp ring
screw and .remove the cover. Remove the filter
retaining screw and pull the element from the filter
canister. When servicing the air cleaner, check all
connections from the air cleaner to the engine.
Connections should be air tight at all times.
When the element must be serviced in the field.

6-15
pat the side of the element gently near the end with element gently. See the detergent carton for
the palm of the hand while rotating the element. Do full instructions.
not tap the element against a hard surface as this 2. Rinse until the water is clear. (Maximum water
may dent or rupture the element. pressure is 40 psi (2.72bar)).
3. Air dry for 24 to 72 hours. Do not use com-
pressed air or light bulbs. Protect the element
from freezing.

^A. CAUTION: NEVER WASH THE ELEMENT

A orl oR soLvENr' Do
1il"?ti-":1ttiJ;rlt

The element may be cleaned with compressed air

by using an air nozzle and blowing air through the
element from the inside to the outside. Do not blow
air from the outside to the inside. Keep the nozzle at
least 1 in. (2.5cm) from the pleated paper. Maximum
air pressure to use to prevent damage to the element
is 100 psi (6.9 bar). Do not remove the plastic fin
assembly. Blowing the element out with com' To inspect the air filter element, place a bright
pressed air, or washing it will remove dust from light inside the element and slowly rotate the
beneath the f in assembly. element. lf any holes or ruptures are discovered,
reolace the element. Filter element should be
replaced after six cleanings or annually, whichever
comes first. Inspect the gasket on the end of the
element. Do not use the element if the gasket is
damaged. Wipe out the inside of the air cleaner shell
before installing the element. Install the element and
secure with the wing nut and the seal washer. Install
the dust collector cap with the rubber unloading
valve down and tighten the clamp ring screw finger
tight.

Washing does a better iob of cleaning the element

and must be used when exhaust soot has lodged in
the fine pores of the filter paper. Use an approved
detergent which contains a special additive for
removing soot and carbon. To wash, use the
following procedure:
1. Soak the element for 15 minutes or more in
detergent and water solution. Agitate the
6-16
 Farr Air Cleaner The Farr air cleaner element is size. The electrical system is a 12 volt, negative
not serviceable and must be replaced when the air ground system. Keep all sparks and flames away
filter restriction indicator is operating with the red from the battery as electrolyte gas is highly:bx.
showing in the window. Remove the screws in the plosive.
access cover on the top of the engine shroud and ,.
open the cover. Remove the straps and lift the air CAUTION: WHEN SERVtCtNG THE
f ilter element out of the base. ELECTRICAL SYSTEM OR WELDING ON
THE MACHINE, ALWAYS DISCONNECTTHE
GROUND CABLE FROM THE NEGATIVE
POST OF THE BATTERY.

Before connecting the battery, make sure all

electrical switches and accessories are turned off.
Be sure that the cable terminals and battery post are
thoroughly cleaned as dirt and corrosion'between
telminals and post creates high electrical resistance
and permits arcing, which qulckly burns and pits the
termihals and post. When conneiting battery cables
to the battery, the cable attached to-the teririnal on
the starter solenoid (on top of starter) is attached to
the positive (+) battery post. The cabte attached to
the.machine frame, or to the terminal on the enO caf
of the starter is attached to the negative (-) battery
post.

Wipe the filter base clean. Be sure all connections GAUTION: lT lS ADVISABLE TO ALWAYS
between the air filter assembly and the engine are DISCONNECT THE CABLE FROM THE
NEGATTVE C) POST FTRST AND CONNECT tT
tight. Install the open end of the filter element LAST. DO NOT CONNECT THE BATTERY IN
against the air inlet screen. Push the element
towards the inlet screen and downward until the REVERSE AS DAMAGE TO THE ELEC.
gasket on the outlet side of the element is firmly TRICAL SYSTEM MAY OCCUR.
seated on the base. lnstall the clamping straps and
C.heck the specific gravity of the electrolyte in
bolts and tighten securely. Close the access cover
and replace the retaining screws. 91q! qatlgry cell with a hydrometer. A reading of
1.260 indicates a fully charged battery, while a
reading of '1.2'15 or below indicates recharging is
1O BATTERY SERVICE necessary. Be sure to keep the battery cetts titteO
and.fully charged to keep the battery from freezing in
cold weather.
. Whe.n connecting a booster battery, if necessary
for cold weather starting, connect ihe first cabl6
between the positive (+ ) post of both batteries.
Connect the second cable to the negative (-) terminal
of the booster battery f irst and then [o the nbgative (-)
terminalof the machine battery.
Whenever dirt buildup is excessive, clean the
battery by washing it off. lf the terminal connections
are corroded, remove them and wash them with an
ammonia solution or a solution consisting of %
Pg!!.q (0.11kg) baking soda added to one quart
(9.96L) of warm water. Be sure that the vent caps are
tight to prevent the solution from entering the'cells.
After cleaning, pour clean water over the battery and
surrounding area to flush the solution away. Cneck
the vent cap breather holes to make sure ihey are
open.

11 ALTERNATOR, REGULATOR AND STARTER

SERVICE
The GOMACO Commander lll uses one 12 volt The alternator supplies electrical current for
battery. Check the specification chapter for battery charging the battery and also supplies ample
6-17
 lf the starter is removed for any reason, reinstall it
and connect the wires as shown in fig' 668 or fig'
798.

12 ADJUSTING SERVO VALVES

electrical power to the electronic controls if the

battery chirge is low. The built in regulator on the
alternator controls the voltage output. lf for any
reason the wires are disconnected from the alter' Early Production Machines: The gfaqe servo
nator, reconnect them as shown in fig. 667. Follow valves need to be adjusted to center if the grade
the following precautions to prevent damage to the cylinders slowly "creep" up or down with the engine
running, the "liit lock" switches in the "off" position
alternator and/or reg u lator:
and thl amplifier "run'standby" switches in the
1. An alternator is never to be polarized. Never "standby" pbsition. The steering servos need ad'
justing io center if the tracks "creep" rigit or left
ground any alternator terminals or circuits.
2. Always disconnect'the battery before witn tne engine running and the amplifier "run-
disconnecting or connecting the alternator' standby" sw-itch in the "standby" position' The
Never disconnbct the alternator with it servo valves can be adjusted in two ways. One way is
operating. Be sure wiring is properly connected in the "standby" mode and the other is in the "run"
before connecting the batterY. mode. The hidraulic oil should be at operating
temperature before adjusting the servos by either
method. The method for adjusting the servos in the
"standby" mode is as follows:

1. Position the amplifier "run'standby" switch of

the circuit to be adjusted, in the "standby"
position. lf a grade circuit is being adjusted, be
bure the corresponding "lift lock" switch is in
the "off" position. Run the engine at 1500 rpm'
2. Turn the servo centering screw on the proper
servo valve until the grade cylinder stops
moving, or the track stops turning, in one
direction and starts to move in the opposite
direction. Mark the position of the adjusting
hex wrench on the servo valve.
3. Turn the servo centering screw in the opposite
direction until the grade cylinder, or the track,
begins to move in the original direction. Mark
the position of the adjusting hex wrench on the
servo valve. Turn the centering screw to the
center position between the two marks.

The method for adjusting the servos in the "run"

mode is as fol.lows:

1. Move the machine into position along a

guideline. Mount the sensors and adjust them
to tne guideline as described in one of the set'
up chapters. Place the amplifier "run'standby"

6-18
 COMMANDER III

switches in the "run" position. Move the

machine forward until the automatic controls
have centered themselves.
2. Stop machine travel and note the position of
the amplifier "deviation meter" with the sen-
sitivity set to the maximum position (all the way
clockwise). The needle should be exactly
centered.
3. lf the needle is off center, adjust the
corresponding servo valve centering screw
until the amplifier needle is exactly centered.
Be sure the hydraulic oil is at normal operating
temperature.

GAUTION: CENTERING OF THE SERVO

VALVES NORMALLY ONLY TAKES A SMALL Tighten jam nut and replace the acorn nut. Be sure
AMOUNT OF ADJUSTMENT TO THE an aluminum seal washer is between the acorn nut
CENTERING SCREW. IF MORE THAN ONE and the jam nut.
TURN OF THE CENTERING SCREW IS
NECESSARY, CHECK THE SYSTEM FOR Conveyor and Auger Pressure: To adjust the
pressure of the conveyor, or auger system, uncouple
OTHER POSSIBLE PROBLEMS.
the appropriate quick couplers. Start the engine and
run it at 2100 rpm (maximum). Move the "conveyor
directional control" valve to the "forward" position
or the "auger directional control" valve to the "left"
position. Set "circuit selector valve" to the ap-
propriate position and observe the pressure reading
on the "circuit selector" gauge. Pressure should
read 2150 psi (148 bar) on each system. lf adjustment
is necessary, locate the appropriate relief valve on
SAFETY IS the lower left corner of the control console (facing
console). Remove the acorn nut and loosen the jam
nut. Turn the adjusting screw in to increase pressure
or out to decrease pressure. Tighten jam nut and
replace the acorn nut. Be sure an aluminum seal
washer is between the acorn nut and the iam nut.
NO ACCIDENT!!

l3ADJUSTING PRESSURES

Trimmerhead Pressure: To adjust the trimmerhead

pressure, disconnect the trimmer drive motor hoses Tractive Pressure: One way to adjust the tractive
at the bulkhead quick couplers. Start the engine and pressure is to swap the tractive relief cartridge with
run it at 2100 rpm (maximum). Move the "trim- the conveyor relief cartridge. Adjust the conveyor
merhead control" valve to the "forward" position relief cartridge to 2150 psi (1a8 bar) as described
and note the pressure on the trimmerhead pressure previously. Shut off the engine and remove the filler
gauge. Pressure should be 2350 psi (162 bar). tf cap on the hydraulic reservoir to release air pressure.
adjustment is necessary, locate the trimmerhead Remove the relief cartridge from the tractive system
relief valve on the lower left corner of the control and interchange it with the cartridge from the
console (facing console). Remove the acorn nut and conveyor system. Adjust the cartridge from the
loosen the jam nut. Turn the adjusting screw in to tractive system in the conveyor system as
increase pressure or out to decrease pressure. necessary.

6-19
 seal
reolace the acorn nut' Be sure an aluminum
CAUTION: WHEN ADJUSTING A RELIEF ;;;;;; is blt*een the acorn nut and the iam nut'
VAIVE WITH AN UNKNOWN PRESSURE
Slirrr.rc, ruRN THE ADJUIIryG scREw
IT.
OUT g OiATUNNS BEFORE CHECKING

Asecondmethodtousewhensettingthetractive on the
pr".iui", is to turn the adjustme.nt screw
or 5 turns'
it""""iiu-"it"le relief valve (fig' 671) in.4valve in the
;rL-ce in";;ti"u"l directionai control".
i'n?i,it"i;;poiition. siirl tne engine and run it at 2100
variable speed
dri"i;;-I;rti. 'invr"t" the "tlave!.direction
the "increase" to the
Jonttbi;; valve in the
.-u*iaut. Ft""" the "tractive brake" switch
;;;;;'iosiiion ano ntt" tn" tractive pressure the on
"Iii"fiii"rector" g"ug"' Pressure should read 2150
is necessarv' locate the
o;i'i148;b. ii aoiusiment
on the lower left corner of the
5p'p)"iiiiG'i"ii"tnhu" the acorn The main
control console ltacing console)'.Rem.ove Main Vibrator Relief -is'(Early Production):the control
ioor"n ttie jarn-nut. Turn the adjusting screw vibrator relief vatve locited insid.e
^ri'l.O
in to increase pressure or out to decrease pressure' ;;;;;1" und c"n be adiusted in.two different wavs'
iidnt". the jain nrt uno replace the acorn nut' Be The first way is to O'o"onnect the line between the
sure an aluminum washer ii between the acorn nut
"vibrator/auxiliary trlvel" valve and the travel
pressure has been both the line
;;fi; iam nut. After the main
brake pressure as ";;i;bi; speed conirol" valve and cap
run it at 2100
readiust the tractive uno-'tn"-titiing. Starlihe engine.and
"ll"ii"o,-
described later. il; i;;i;;r'i,i. prl." the "vf brator/auxiIiarv travel"
Rotate the
valve in tne "auxrliiry travel" position'valve in the
NOTE: lf the main pressure c.annot Og intlg^1:99 i;;; ;; inl "variaoie speeo control"
tuiii"i"ntiv, iurn the tiactive brake adiuster screw rn ;inir"".";; direction just far enough to break contact
3 or 4 turns. with the micro swiicn button'- Set the "circuit
"vibrator" position and ob'
t"i".toivalve" to ine the-'icircuit selector"
serve the pressure t"uOing on
b9 2-1?.0,psi (148 bar)' lf
i"iig-". rnL ieaoinsihouio
Dressure adiustme-nt is necessary' loosen screw 1!9^1?l:
In
i"t * in" t'irtiet vatve and turn to
the.adiusting
pressu.re'
to increase pressure or out decrease caps from the line
Tiohten the jam nui'-n"rnoue the
an-d the fitting and reconnect'
The second *"V io the main vibrator relief
"Jiust
it io irinlne aoju'sGrs (fig'the-"vibrator
6n atr variable"
Disconnect all
i"ri"t'""it"J in,'g'a iurns Turn 675)',
the "vibrator
uiOtutoo or loop hoses" .ull position (all
variable" controlvatveJto the maximum
i;;;;i couniercrockwise)' Start th,e.engine and..run
;i;ibd rpm tma*imum1' eface.the "vibrator/auxiliary
Rotate the
travel" valve in tne-;;viOrator" position' in the "in'
i;rilri"Ute speeO control" valve handle
TractiveBrakePressure:Toadjustthetractive break contact
in J travel d i iecti onal iontro l" crease" direction lusi far enough to the "circuit
i'
or"r!-pi"t.u i", p acet

positio.n and the

valve in the "neJtral" with the micro d*it"n button'. Set and ob-
"vibrator/auxiliary ii"*r; valve in the 2100 rpm
"vibrator" t"i""tbivalve" to tne "vibrator" .positionselector"
o"iti"i. st"rt ihe engine. 3nd I!1 -at serve the pr..rurL t""ling on the-'icircuit
fi;i;t'"t'Mou" the "ibriable speed control" valve
;;;"": in! i"iJi"'s;h;Yfd be -2-1!0^Psi (149 $o'-tj
"increase" position' Place pressureaolusrm-entisnecessary'adjustas
ii;;ei;'i; maximum
tne-nrit
n th e "o n". posjti o n' .set After the pressure has been
;
i'ri"' iliiiti" i 5i"ti*trv o.it"tio"o'
minner, it wilj be necessary to
iii6 ""it"uit selector'i valve to the "tractive" position
""'t*it"n 5ol"tt"o'i" tnis'
the "circuit
and observe the pt"ttut" reading on be 750 psi (52
adlust the individual reliefs'
l"["i6i; g"ug". ih"-t""oing snouto
n"li,'rt-lor"ttirent ii neces5a'y' locate the tractive
the conirol console (directly lndividual Vibrator Variable Reliel (Early
"vibrator
oilii" reiiet vatve unJ"tpost, proau"iion): To adjust the individual
inlioti ol the center nui, on the rear of the con- to remove the
loosen the iam nut and control" valves, it witt be necessary Disconnect
ror"tl'ri"*ou" tn" u"oti cover from the c-onsole'- all
screw in to increase pressure or
iin'inJ "ojustingpt"itut"' "r*iii"iv
uiUt"tott and loop hoses' Rotate all the "vibrator
out to decrease Tighten the jam nut and
6-20
 Place the vibrator "override switch" in the "auto"
position and raise the "variable speed contlol" valve
handle clear of the micro switch button. Set the
"circuit selector" to the vibrator position and ob-
serve the pressure reading. The reading should be
2150 psi (148 bafl. lf pressure adjustment is
necessary, remove the acorn nut, loosen the jam nut
and turn the adjustment screw in to increase
pressure or out to decrease pressure. Tighten the
jam nut and install the acorn nut. Be certain that the
aluminum seal washer is in place between the jam
nut and the acorn nut.

variable control" valves to the maximum position (all

the way counterclockwise). Make a test gauge by
attaching a 3/8 in. female quick coupler to a 3000 psi
(207 barl pressure gauge. Connect the test gauge to
one of the individual vibrator male quick couplers.
Start the engine and run it at 2100 rpm (maximum).
Place the "vibrator/auxiliary travel" valve in the
"vibrator" position. Move the "variable speed
control" valve handle in the "increase" direction just
far enough to break contact with the micro switch
button. Observe the pressure reading on the test
gauge. The reading should be 1750 psi (121 bar). tf
adjustment is necessary, loosen the jam nut on the
relief valve and turn the adjusting screw in to in- Vibrator Variable Relief (Current Production): To
crease and out to decrease pressure. Tighten the adjust the vibrator variable relief, first adjust the
jam nut. Repeat the procedure for each of the main relief as described previously. Using the same
remaining individual vibrator circuits. procedure, adjust the variable relief by turning the
adjusting screw in to increase pressure or out to
decrease pressure until the pressure is at 1750 psi
(121 bar). Tighten the jam nut securely.

Main Vibrator Relief (Current Production): To Lift Pressure: To adjust the lift pressure, run the
adjust the main relief, turn the relief valve on the engine at 2100 rpm (maximum). Place all amplifier
variable manifold (fig. 677) in, 3 to 4 turns. Start the "run-standby'.''switches in the "standby" position
engine and run at 2100 rpm. Place the and the "lift lock" switches or the ,,servo lock',
"vibrator/auxiliary travel" selector valve in the switch in the "on" position. Place the ,,hold down"
"vibrator'i position. Disconnect all loop hoses and and''rholdover" control valves in the ,,neutral" or
vibrators and rotate the individual variables to the center position. Observe the pressure reading on the
maximum position (all the way counterclockwise). "lift pressure" gauge. The reading should be 1600
6-21
 COMMANDER III

psi (110 bar). lf adjustment is necessary, turn the holding the inner cap.
adjuster on the pump-in to increase or out to
decrease pressure. NOTE: lf pressure is to be decreased, it will be
necessary to release part of the air pressure f rom the
water tank and then allow the pressure to build up
again to check the pressure setting. To build
pressure more rapidly, fillthe tank with water.

CAUTION: AIR PRESSURE SHOULD NOT

EXCEED 12s PSr(98.6 BAR).

14 ADJUSTING STEERING SYSTEMS

Rear Steering Pressure (Early Production): To

adjust the rear stering pressure, run the engine at
2100 rpm (maximum). Place the "rear steer" amplif ier
"run-standby" switch in the "standby" position. Set
the "circuit selector valve" to the "rear steer"
position and observe the pressure reading on
"circuit selector" gauge. The pressure reading
should be 1400 psi (97 bar). lf adjustment is
necessary, loosen the jam nut on the relief valve and
turn the adjusting screw in to-increase pressure or
out to decrease pressure. Tighten the jam nut. A
separate pressure setting for the rear steering is not
necessary on current production machines.

The procedure for adjusting the left front and the

rear steering systems on all machines is the same.
Set the left front (or rear) track straight ahead by
measuring the amount of exposed ram on the
steering cylinder. The ram should be extended 6 in.
(15cm) (do not measure the painted portion of the
ram). Shut the engine off to prevent the steering f rom
drifting right or left. Disconnect the left f ront
feedback pot from the bulkhead electrical con-
nector, or the rear feedback pot from the electrical
connector at the upper right rear corner of the
'control console. Place the ignition switch in the
"on" position and turn the sensitivity on the front
Air Pressure: To adjust the air pressure, turn the steer (or rear steer) amplifier to the maximum
air control valve, on the top of the water tank, position (all the way clockwise). Place the "forward-
counterclockwise and allow the tank to fill with air reverse steer" switch in the "forward" position.
(engine must be running). Note pressure reading on
the gauge on top of the tank. Pressure reading
should be 85 psi (6 bar). lf adjustment is necessary, Mount a steering sensor on the front (or rear)
remove the rubber dust cap f rom the control sensor mount assembly and connect the coil cord to
governor. Hold the inner cap with a wrench and the appropriate electrical connector. Insert a 5/16 in.
loosen the jam nut. On some models of air com- (8mm) bolt between the lower stop pin in the sensor
pressors, it is necessary to turn the adjuster screw in hub and the stop pin in the side of the sensor and a
to increase pressure or out to decrease it. On other 5/16 in. (8mm) bolt between the upper stop pin in the
models it is necessary to turn the adjuster out to sensor hub and the stop pin in the side of the sensor.
increase pressure or in to decrease pressure. Adjust Note the position of the front (or rear) steer amplifier
pressure as necessary and tighten jam nut while "deviation meter" needle. The needle should be

6-22
exactly centered. chain. SLOWLY rotate the sprocket while watching
the needle on the amplifier. The needle should
NOTE: lf the needle is exactly centered, remove slowly move to center and past as the sprocket is
one of the bolts from the sensor and rotate the hub. turned. Turn the sprocket back until the needle is
lf the needle does not move, check the system for a exactly centered. Release the feedback pot and
malfunction. On newer sensors, it may be necessary allow the drive sprocket to re-engage the drive chain.
to use 3/8 in. (1cm) bolts in place of the 5/16 in. (8mm) lf the sprocket is off one-half tooth, loosen the
bolts. setscrew in the side of the sprocket and turn the
feedback pot shaft with a screwdriver until the
needle is exactly centered. Tighten the setscrew.

NOTE: lf the amplifier needle remains exactly

centered after connecting the feedback pot, turn the
drive sprocket a small amount and see if the needle
moves. lf no needle movement is evident, inspect
the system for a malf unction.

lf the needle jumps from one side to center and

then to the opposite side of the meter while
SLOWLY turning the drive sprocket, the feedback
pot is 180' off center.

lf the needle is off center, it will be necessary to

rotate the inner portion of the sensor to get the
needle to center. Remove the two screws securing
the cover on the sensor and remove the cover. On
newer sensors, slightly loosen the three retaining
screws on the stop pin side. Rotate the housing of
the sensor, one direction or the other, until the
"deviation meter" needle on the amplifier has moved
to exact center. Tighten the screws and replace the
cover. Reconnect the left f ront (or rear) feedback pot.
After the left front (or rear) steering system has
been properly adjusted with the "forward-reverse
Note the position of the amplifier "deviation steer" switch in "forward", place the switch in the
meter" needle. The needle should be exactly cen- "reverse" position. Note the position of the ap-
tered. lf the needle is off center, push the left front propriate amplifier deviation meter needle. lf the
(or rear) feedback pot back against the retainer needle remains exactly centered, no further ad-
spring to disengage the drive sprocket from the drive justment is necessary. lf the needle moves off
6-23
 COMMANDER III

center, loosen the setscrew in the sprocket on the

left front (or rear) feedback pot. Turn the shaft until
the needle on the deviation meter moves halfway
between center and the position it was in. Tighten
the setscrew in the sprocket. Move the "forward'
reverse ste€r" switch to "forward" and observe the
deviation meter needle movement. lt should not
move. lf movement is evident, continue to adjust the
feedback pot shaft until no movement is evident
when moving the "forward-reverse steer" switch
back and forth between "forward" and "reverse". At
this point, the deviation meter needle may be off
center. However, when the maChine is operated on
stringline, no turning of the tracks will occur when
switching between forward and reverse (straight
runs only).

An alternate method to adjust the feedback pot on

the right front track (early production only), is to set
the track straight ahead by measuring the amount of
exposed ram on the steering cylinder. The ram
should be extended 6 in. (15cm) (do not measure
painted portion of ram). Shut off engine.

NOTE: Left front steer system must be adjusted

first.

Disconnect the right feedback pot f rom the

bulkhead electrical connector in front of the engine.
Pull the coil cord across to the left side and
reconnect the right f ront feedback pot to the
bulkhead connector in place of the left front feed-
back pot. Note the position of the front steer am'
plifier "deviation meter" needle. lt should be cen-
tered. lf not, adjust as for the left f ront or rear.

NOTE: Bolts must be in the sensor, ignition switch

on and sensitivity at maximum.
To adjust the feedback pot on the right front, it will
f irst be necessary to adjust the left f ront as
Reconnect both the left front and right feedback
previously described. Start the engine and let it run pots to their respective electrical connections.
at 1500 rpm. Place the "run'standby" switch on the
front steer amplifier in the "run" position (sensor
must remain locked in center position). Note
position of right track. lt should be straight ahead. lf
not, pull the feedback pot drive sprocket clear of the
drive chain. Slowly rotate the sprocket one way or
the other until the track begins to turn. Hold the
sprocket away from the chain until the track is
straight ahead. Allow the sprocket to engage the
chain. The track should only turn a small amount,
after the sprocket has engaged the chain and stop' lf
the track continues to turn, the feedback pot is 180"
off . Turn the sprocket 180" and allow it to engage the
chain. Observe the position of the track after it stops
turning. lt should be straight ahead. lf not, turn the
sprocket one tooth at a time until the track is straight
ahead. For fine adjustment, loosen the setscrew in After both front feedback pots, or the rear feed-
the sprocket and turn the feedback pot shaft until back pot, have been set, it will be necessary to check
the track is straight ahead. Tighten the setscrew the system for proper operation. Start the engine and
securely. run at 1500 rpm. Place the front (or rear) steer am-
6-24
 COMMANDER III

plifier "run-standby" switch in the "run" position

and the "forward-reverse" steer switch in "forward".
Remove the two bolts from the sensor hub. Move the
sensor wand in a left turn direction (away from
machine frame), until the lower stop pin in the
sensor hub is against the stop pin in the side of the
sensor, and hold it there. Allow the front tracks (or
rear track) to turn all the way to the left. SLOWLY
move the sensor wand in a right turn direction
(towards machine frame). The lower stop pin in the
sensor hub, should move no more than 1/8 in. (3mm)
(1/a in. (6mm) on newer sensors) away from the stop
pin in the side of the sensor, before the track(s)
begin to turn right. lf it is necessary to move the
sensor wand to the center position and past to get
the track(s) to turn to the right, it will be necessary to
realign the system or inspect it for a malfunction.

right turn. Allow the right track to turn the full

amount (12 in. (30cm) of ram exposed). Slowly move
the sensor wand in a left turn direction until the f ront
steer amplifier "deviation meter needle" centers.
Hold the wand in this positon. The right track should
begin to turn left. The track should continue to turn
until the cylinder has retracted 3 in. (7.6cm) and stop.
There should be approximately 9 in. (23cm) of ram
exposed. lf the right track does not react as
described, the system must be realigned or checked
for a malfunction.

lf the steering system operates properly in a left 15 ADJUSTING SLOPE SENSOR

turn, move the sensor wand in a right turn direction
(towards machine frame) until the upper stop pin in
the sensor hub is against the stop pin in side of the
sensor and hold it there. Allow the front tracks (or
rear track) to turn all the way to the right. SLOWLY
move the sensor wand in a left turn direction (away
from machine frame). The upper stop pin in the
sensor hub should move no more than 1/8 in. (3mm)
(1/a in. (6mm) on newer sensor) away from the stop
pin in the side of the sensor before the track(s)
begins to turn left. lf it is necessary to move the
sensor wand to the center position and past to get
the track(s) to turn to the left, it will be necessary to
realign the system, or inspect it for a malfunction.

A ccidents
A Are
Costly!
(Early Production Machines Only): After checking
the front steering system, hold the wand in a full
 COMMANDER III

To adjust the slope sensor, place a level across Note the position of the "slope" amplif ier
the frame of the machine (left or right). Using the "deviation meter" needle. lt should be centered. lf
grade or slope amplifier "jog" switches, manually not, it will be necessary to adjust the slope sensor.
level the machine frame from side to side. Locate the slope sensor, in the battery box'area,
under the operators platform.
Shut the engine off. Set the "slope" amplifier
sensitivity to the maximum position (all the way
clockwise). Turn the ignition switch "on." Align the
index mark on the slope dial slip ring with the index
mark on the center hub. Crank the slope dial to "0."

Loosen the four mounting clips and slowly rotate

the slope sensor canister one way or the other until
the amplifier "deviation meter" needle is exactly
centered. Tighten mounting clips and recheck
meter. To check the system, start the engine and
allow it to run at 1500 rpm. Place the "slope" am-
plifier "run-standby" switch in the "run" position.
Crank the slope dial to 2o/" slope, and then back to
"0." Check the level of the frame. lt should be level.
lf not, readjustment is necessary.

HYDRAULIC OIL CONVERSION CHART

TYPE: HIGH PRESSURE ANTI WEAR HYDRAULIC OIL
VISCOSITY: 194-236 SUS @ 100'F
MACHINE USAGE: ALL MACHINES

USE ONLY OILS LISTED BELOW OR THEIR EQUIVALENT

AMOCO 46
AMOCO AW MOBIL DTE 25
RYKON OIL #46 PHILLIPS MAGNUS A OIL 46
* ARco DURo AW 46 SHELL TELLUS 46

CHEVRON EP HYD OIL 46 STANDARD OIL (OHIO) INDUSTRON 48

CITIES SERVICE PACEMAKER XD-46 SUN SUNVIS 747
CONOCO SUPER HYD OIL 46 SUNVIS 821 WR
EXXON NUTO 46 TEXACO RANDO OIL HD 46

GULF HARMONY 46 AW UNION 76 UNAX AW 46

KENDALL 047 EP * GoMAco .TANDARD orL
6sb-46F4s

6-26
 COMMANDER III
CHAPTER VII TROUBLESHOOTING

01 CONTENT OF CHAPTER 02 TROUBLESHOOTING THE ENGINE

This chapter gives procedures to follow in the For troubleshooting procedures on the engine,
event of a machine failure. Determine which system refer to the Detroit Diesel Engine Manual, or contact
is faulty and refer to the corresponding section for your nearest Detroit Diesel dealer.
trou bleshooti ng procedures.

03 TROUBLESHOOTING THE HYDRAULIC

RESERVOIR SYSTEM

HYDRAULIC RESERVOIR SYSTEM

Hish Pre550re
srl:: Re,uri Oil
....... DumP or Droin
-c.-.- Clorse Pe*ure

The hydraulic reservoirs are contained within the tank is a sealed tank. The oil must flow through the
Commander lll main frame structure. Beginning at main filter to get out of the rear tank into the tank on
the tank on the right side, the oil flow is routed the left side. The amount of pressure in the pressure
through two 100 wire mesh sump filters, with tank will depend on the amount of pressure required
magnetic straps, into the suction ports of the two to force the hydraulic oil through the main filter. This
main hydraulic pumps. From the pumps, the oil is pressure is indicated on the filter pressure gauge.
forced into the various circuits that power the When the pressure reaches 25 psi (1.7 bar), tne f itier
machine functions. Each circuit contains an in- relief valve will open, allowing unfiltered oil to be
dividual main relief valve set to bypass at a specif ic dumped into the system. From the main f ilter, the oil
pressure. lf a circuit were to stall, causing the flows along the outer half of the tank to the center
corresponding relief valve to open, the bypassed oil tank. The oil flows through the cross tank into the
is routed back to the pressure tank. The opening of inner half of the right tank, to the front of the tank
one relief valve in no way affects the operation of the and then back along the outer half of the tank to the
other relief valves. From the manifold, the oil is sump filters where the cycle is repeated (the
routed out to the various circuits. The return oil from hydraulic tank after the main filter is referred to as
these circuits is then dumped back into the pressure the reservoir, or low pressure tank).
tank across the rear of the machine frame. The rear The main frame tanks are internally baff led to keep

7-1
all of the oil flowing to eliminate dead spots and to SYMPTOM:
keeo the oil in contact with the outer edges of the Oil f lowing from the breather caP.
tank to aid in dissipating heat. The hydraulic oil
reservoir capacity is 170 U.S. gallons (640L)' CORRECTIVE MEASURES:
SYMPTOM: The hydraulic reservoir oil level is too high. The oil
level should be at the full mark on the sight gauge, or
High main filter Pressure. B in. (20cm)down f rom the top of the f iller neck, with
CORRECTIVE MEASURES:
the oil cold.
SYMPTOM:
1. Clogged filter. Remove and replace the main
f ilter element as instructed in the Maintenance Hydrau I ic oi I overheats.
chapter. CORRECTIVE MEASURES:
2. Contaminated oil. lf the filter must be replaced
frequently, the oil may need to be changed. lf 1. Air low through the
f hydraulic oil cooler
water or diesel fuel has gotten into the oil, it restricted. Clean the fins of the oil cooler'
must be changed. Refer to the Maintenance Check fan belt tension. lf the air flow through
chapter for instructions on changing the oil. the oil cooler is restricted, the engine coolant
3. Cold oil. lf the hydraulic oil is extremely cold, it temperature may increase also.
may cause high pressure. Allow oil to warm up
and recheck Pressure.

SYMPTOM:
Main pumPs cavitate or aerate.
CORRECTIVE MEASURES:

1. Low hydraulic oil level' Add the proper

hydraulic oil to bring the level up to the full
mark, with the oil cold, lf a sight gauge is not
present, add oil until it is 8 in. (920cm) down
from the top of the f iller neck.
2. Sump filteis clogged. Remove and clean the
filters following the instructions given in the 2. The in-line check valve between the oil cooler
Maintenance chapter.
and the trimmerhead control valve is stuck
3. Loose connections between the pump and open, allowing the hydraulic oil to pass directly
hydraulic reservoir. Tighten all fittings, hose to the pressure tank instead of passing through
ciamps and bolts securely. Check o'ring on the the cooler. To check, bypass the check valve. lf
pump inlet flange for damage' Replace as oil temperature is now corrected, the check
necessary. valve is defective and must be replaced.
Relief valve open. lf a hydraulic system is
constantly stalling out, excessive heat is
generated. Reduce the load on the system to
keep it from stalling. lf a circuit is not being
used, be sure the control valve is in the "off"
(neutral) position or the loop hoses are at'
tached. lf the trimmerhead system should stall,
all of the oil is dumped straight back to the
pressure tank and no oil passes through the oil
cooler.
Excessive loading with high air temperatures'
Reduce the work load on all systems if the air
temperature is excessive.
04 TROUBLESHOOTING THE AUGER SYSTEM

AUGER SYSTEM

High Prcssre
'sf:. R€torn Oil
....... Drno d Droin Circuit S€lector &
-.-.. ClEg€ PE.$B Prerrure Gouge

4-Woy Control
Io Prercurc Tonl

To Prersuro Tonl

Quicl Couplen
Com Drivsn
Pump 4gpm Ring
Tgpm ot 2l00rpn

lo Prersvre lonl

Fron Prersure Tonl

Relief Monilold
Auger Drive Molor Reliof st ol 2l50pri

Flg. 7O1

The oil f low for the auger circuit begins at the left valve is moved from "off," towards ,,left" or ,,right,"
cam driven pump which delivers 7 gpm (26.6 lpm) at the faster the auger will turn.
2100 rpm. The oit for the cam pumtis supptieit trbm
the pressure tank. From the pump the oii is routed SYMPTOM:
through the relief manifold, past a relief valve set to Auger will not turn. Normal pressure indicated.
byga_ss at 2150 psi (148 bar). A tine tapped into the
relief manifold port is connected to' the circuit CORRECTIVE MEASURES:
selector valve/pressure gauge assembly, through 1. Drive chain off of sprockets or broken.
which the system pressure is checked. lf the
From the relief manifold, the oil is routed to the
chain is
broken, repair or replace it as
necessary. Adjust the chain tension as
inlet of the control valve, With the valve in the ,,off" described in the Maintenance chapter.
(center).position, the oil is routed through lhe valve
and back to the pressure tan.k. As the valve is moved
in the "left" direction, the oil flow is routed from the
inlet, out a work port, through a set of quick couplers
and into one of the inlet ports on the auger drive
motor, causing it to turn. As the motor shaft turns.
the auger will turn, forcing concrete to the left.
Return oil from the motor flows out the opposite port
on the motor, back through the opposite quick
couplers, through the control valve and back t6 the
pressure tank.
When the control valve is moved in the ,,right"
direction, the oil flow through the valve and the
auger drive motor is reversed, causing the auger to
force concrete to the right. The more the control
Page 7-3
 '-'"
,suauJags,
COMMANDER III

2. Square key between driven sprocket and the SYMPTOM:

auger shaft has sheared .off I nspect key and
Auger stalls at high pressure.
replace as necessary.
CORRECTIVE MEASURES:
1. An excessive amount of concrete is around the
auger and may have started to harden. Start the
vibrators operating to aid in freeing the auger.

3. Bolts connecting the auger to the stub shaft

inside the hopper, missing or broken. Repair or
replace as necessary.
SYMPTOM:
Auger stalls at low pressure. Quick coupler not f ully connected or defective.
lf both are fully connected, disconnect and
CORRECTIVE MEASURES: check for debris. Check for a defective quick
1. Marn relief valve not maintaining 2150 psi (148 coupler by bypassing the coupler using a pipe
bar) relief pressure. Refer to the Maintenance coupling, or a different set of quick couplers.
chapter for instructions on how to adjust
p ress u re. NOTE: A defective or disconnected quick
coupler may cause the motor shaft seal to
2. Hydraulic motor allowing oil to leak pass the rupture. lf shaft seal leakage is evident, repair
rotor internally, relieving system pressure. or reolace the motor.
Disconnect both drive motor hoses at the quick
couplers. Activate the control valve with the Drive motor is frozen. Disconnect the drive
engine running. lf proper pressure is indicated chain f rom the motor and apply pressure. lf the
on the pressure gauge, motor is defective and motor will not turn, repair or replace as
must be reolaced. necessarv.
SYMPTOM:
Auger runs slower than normal. Stalls at proper
oress u re.

CORRECTIVE MEASURES:
A defective pump can cause the auger to run
slower and yet stall at the proper pressure. The
pump should be checked with a flow meter if Take Time to
available. A good indication of a defective pump is to
compare relief pressure to engine speed. To check,
disconnect the auger drive hoses at the quick
be Safe!
couplers. Engage the control valve with the engine
operating at maximum speed and note the indicated
pressure. Gradually reduce the engine speed. A
damaged pump will not maintain relief pressure as
engine speed decreases, but pressure will drop
rapidly. A good pump will maintain approximately
the same pressure as the engine speed decreases.
Repair or replace the pump if it is defective (see f ig.
714\.

PageT-4
 t::'' coMMANDERlll
05 TROUBLESHOOTING THE CONVEYOR SYSTEM

CONVEYOR SYSTEM

Circuil Sel6clor &

Pr€lsurs Gougo

To Prcrrure Tonk

Io lrersre Tonl

R.licf l,ldnifold
Relicf ret ot 2150pri

Flg. 70a
o-F999-013

The oil f low for the conveyor circuit begins at the control valve is moved from "off", towards "for'
rear stage of the right main PumP, which delivers ward" or "reverse", the faster the conveyor belt will
'19.3 gpm (73 lpm) at 2100 rpm. From the pump, the travel.
oil is routed through the relief manifold, past a relief When early production machines are equipped
valve set to bypass at 2150 psi (148 bar). A line with six vibrators, the oil supply for the conveyor is
tapped into the relief manifold port is connected to supplied by the rear stage of the left main pump.
the circuit selector valve/pressure gauge assembly, Pump output and the oil flow remain the same. The
through which the system pressure is checked. rear stage of the right main pump now supplies oil to
From the relief manifold. the oil is routed to the the tractive circuit.
inlet of the control valve. With the valve in the "off" SYMPTOM:
(center) position, the oil is routed through the valve
and back to the pressure tank. As the valve is moved Conveyor belt will not travel. Normal pressure
in the "forward" direction, the oil flow is routed from indicated.
the inlet, out a work port, through a set of bulkhead
mounted quick couplers and into one of the inlet CORRECTIVE MEASURES:
ports on the conveyor drive motor, causing it to turn.
As the motor shaft turns, the conveyor belt will 1. Insufficient belt tension, allowing the drive
pulley to slip. Adjust the belt tension as in-
move, bringing material up the conveyor to charge
the slipform mold hopper. Return oil from the motor
structed in the Maintenance chapter.
f lows out the opposite motor port, back through the
2. Drive chain off of sprockets or broken. lf the
opposite bulkhead quick couplers, through the chain broken, repair or replace it as
is
necessary. Adjust the chain tension as in-
control valve and back to the pressure tank.
When the control valve is moved in the "reverse" structed in the Maintenance chapter (early
production only).
direction, the oil flows through the valve and the
conveyor drive motor is reversed which causes the 3. Square key between the driven sprocket and
conveyor belt to travel in reserve. The more the the drive shaft. or between the drive shaft and
Page 7-5
 COMMANDER III
the drive pulley hub sheared off. Inspect keys
and replace as necessary (early production
only).

CORRECTIVE MEASURES:
4. Splines on motor drive shaft or in drive coupler
1. Main relief valve not maintaining 2150 psi (148
defective. Remove the conveyor drive motor bar) relief pressure. Refer to the Maintenance
and inspect the motor shaft and the coupler. chapter for instruciions on how to adjust
Replace as necessary. lt will first be necessary pressure.
to loosen the conveyor belt tension as the drive 2. Hydraulic drive motor allowing oil to leak past
pulley is supported by the motor bearings on
the motor internally, relieving system pressure.
the motor side (current production only).
Disconnect both drive motor hoses at the quick
couolers. Activate the control valve with the
engine running. lf proper pressure is indicated
on the pressure gauge, the motor is defective
and must be replaced.

SYMPTOM:
Conveyor runs slower than normal. Stalls at proper
pressure.
CORRECTIVE MEASURES:

A defective pump can cause the conveyor to run

slower, but yet stall at the proper p,ressure. The
pump should be checked with a flow meter if
SYMPTOM: available. A good indication of a defective pump is to
compare relief pressure to engine speed. To check,
Conveyor belt will not remain trained (centered). disconnect the conveyor drive hoses at the quick
CORRECTIVE MEASURES: couplers. Engage the control valve with the engine
operating at maximum speed and note the indicated
1. Concrete build up on drive or idler pulleys, or on pressure. Gradually reduce the engine speed. A
troughing or return rollers. Inspect and clean as damaged pump will not maintain relief pressure as
necessary. engine speed decreases, but will drop rapidly. A
good pump will maintain approximately the same
2. Troughing rollers, return rollers or drive pulley pressure as the engine speed decreases. Repair or
out of alignment. Rollers and drive pulley must replace the pump if it is defective (see tig.71a).
be at a 90" angle to the conveyor frame. To
adjust, place a fiaming square against roller or SYMPTOM:
pulley and adjust as necessary.
3. Faulty belt splice. Check belt splice for Conveyor stalls at high pressure.
squareness. Splice shoulO be 90" to belt edge. CORRECTIVE MEASURES:
Check with a framing square and replace or
repair the belt or splice as needed. 1. Conveyor belt stuck. lnspect drive and idler
pulleys for concrete build up or other debris
SYMPTOM:
and clean as necessary.
Conveyor stalls at low pressure. 2. Quick couplers not fully connected or defec-
Page 7-6
 tive. lf borh are fully connected, disconnect
them and check for debris. Check for a
-/ defective quick coupler by bypassing the
coupler using a pipe coupling, or a different set
of quick couplers (see f ig. 7Q7).

NOTE: A defective or disconnected quick

coupler may cause the motor shaft seal to
rupture. lf shaft seal leakage is evident, repair
or replace the motor.
3. Drive motor is frozen, Disconnect the drive
chain from the motor and apply pressure. lf the
motor will not turn, repair or replace as
necessary.

NOTES

7-7
 COMMANDER III

06 TROUBLESHOOTING THE TRIMMERHEAD

SYSTEM

I
I
I TRIMMERHEAD SYSTEM
I

P.€ssure Gouge

OilCooler

4-Woy Cont.ol Volue

65 psi Check volve

Pre'sure
r:1:t Rerurn Oi I Rel;ef Monifold
....... DumP or D,o n
Relief Set or 2350 psi
-Hish

One-Woy Check Volve Front Stogs 2lgpm Ring

36.8gpm or 2l00rpm

The oil flow for the trimmerhead circuit begins at reversed, causing the trimmer wheel to turn in the
the f ront stage of the left main PumP, which delivers reverse direction.
36.8 gpm (140 lpm)at 2100 rpm. From this pump, the From the outlet of the control valve, the oil is
oil is routed through the relief mainfold, past a relief routed to the bottom of the hydraulic oil cooler,
valve set to bypass at 2350 psi (162 bar), and into the which is located in front of the engine radiator. As
inlet of the control valve. A line for the trimmerhead the oil flows through the oil cooler, heat is trans-
pressure gauge is tapped into the relief manifold ferred from it to the atmosphere. The oil then flows
pon. out of the top of the oil cooler back into the pressure
When the control valve is in the "off" (center) tank. All of the trimmerhead oil is routed through the
position, the inlet oil is routed directly through the oil cooler, regardless of the control valve position.
valve to the outlet port. lf the control valve is moved The only time there would be no oil going through
to the "forward" position, the inlet oil is routed the oil cooler, would be if the trimmerhead were to
through a work port of the valve, through a set of stall, causing the relief valve to open, allowing the oil
bulkhead quick couplers, into one of the trimmer to dump directly back to the pressure tank, or if the
drive motor ports. As the oil flows through the in-line check valve were to stick in the open position.
trimmer motor, it causes the motor shaft to turn, The purpose of the in-line check valve in the line
driving the trimmer gearbox, which causes the between the control valve and the oil cooler is to
trimmer wheel to turn in a forward direction. Return protect the oil cooler from extreme pressure during
oil from the trimmer drive motor flows out the op- cold weather operation. lf the pressure required to
posite motor port, through another set of bulkhead force the hydraulic oil through the oil cooler exceeds
quick couplers and into the opposite work port of the 65 psi (4.5 bar),. the check valve will open and dump
control valve. From this work port, oil is routed the oil directly back to the pressure tank. As the oil
through the valve to the outlet port. When the control warms and the pressure drops below 65 psi (4.5 bar),
valve is moved to the "reverse" position, oil flow the check valve closes, routing the oil back through
through the valve and the trimmer drive motor is the cooler.
7-B
 The trimmerhead gearbox is lubricated by internal
leakage from the drive motor draining into the
CORRECTIVE MEASURES: : ,

gegpox (no shaft seal on motor). When the gearbox This can occur on machines equipped with g
is filled, excess oil is drained out a case driin line. vibrator circuits. When the ,,4-g vibratoi'; selector is
through a one way check valve and back into the in the "8-vibrator" position, the solenoid controlled
reservoir tank. The one way check valve is used to vented relief valve assembly, normally used to
keep the oil in the reservoir f rom draining out when control the vibrators, is now operating the trimmer
the trimmerhead is removed. system (early production only).
SYMPTOM: SYMPTOM:
Trimmer wheel stalls at low pressure. Trimmer wheel stalls at high pressure.
CORRECTIVE MEASURES: CORRECTIVE MEASURES:
1. Main relief valve not maintaining 2350 psi (162 1. Trimmin_g an excessive amount at a high rate of
bar) relief pressure. Refer to the Maintenance travel. Reduce the amount being trimmed
chapter for instructions on how to adjust and/or reduce the travel speed.
2.
pressure.
Hydraulic motor allowing oil to leak past rotor
2. Trimmer.'teeth worn creating excessive trimmer
wheel drag. Replace the teeth as instructed in
internally, relieving system pressure. To check the Maintenance chapter.
for excessive internal wear, disconnect the 3. Debris lodged between trimmer wheel and
case drain line. With the trimmer wheel running shroud. Inspect the area between the wheel and
freely at maximum speed, oil draining from th6 shroud or end plates for debris and clean as
case drain line should not exceed t/i gpm (1.6 necessary.
lpm). lf the amount of drain oil is exiessive. 4. Quick coupler not fully connected or defective.
replace the motor. lf both are fully connected, disconnect and
SYMPTOM: check for debris. Check for a defective quick
coupler by bypassing the coupler using a pipe
Trimmer wheel runs slower than normal. Stalls at coupling or a different set of quick couplers
proper pressure. (see fig. 707).
CORRECTIVE MEASURES:
5. Drive potor is frozen. Remove the motor from
the gearbox and apply pressure. lf the motor
1. A defective pump can cause the trimmer wheel ^ will not turn, re.pair or replace as necessary.
to run slower and yet stall at the proper 6. Da.maged gearbox. Genbrally when the gearbox
pressure. The pump should be checked With a is internally damaged, it beiomes noisi before
flow meter if available. A good indication of a it stops functioning. Remove the gearbox from
defective pump is to compare relief pressure to the trimmer wheel and examine-thd internii
engine speed. To check, disconnect the gears and bearings. Replace or repair the
gearbox if damage is evident.
trimmer drive hoses at the quick couplers. : ,,,:,
Engage the control valve with the ehgine SYMPTOM:
operating at maximum speed and note the
indicated pressure. Gradually reduce the Oil leak at gearbox.
engine speed. A damaged pump will not CORRECTIVE MEASURES:
maintain relief pressure as engine speed
de.creases, but will drop rapidly. A-good pump The solution for this problem is to remove the
will maintain approximately the same pressure gearbox and replace the rupiured seal. Before
as the engine speed decreases. Replace .the replacing the gearbox, in'Spect the one way check
pump if defective (see f ig. 714). valve located in the case drain line. A d-efective
check valve can cause .e"cessiue piar.ur" in the
NOTE: When checking pump on a machine with g gearbox, rupturing the seal.
vibrator circuits, be certain the 4-g vibrator selector
is in the "4 vibrator" mode. When the ,,4-g vibrator"
selector is in the "8-vibrator" position, the trimmer_
head circuit is supplied with only one half of the oil
supply that is supplied when in the ,,4-vibrator" Safety
position.
SYMPTOM:
Saves
Trimmer wheel stops when the machine travel
stops.
Time
Page 7-9
07 TROUBLESHOOTING THE TRACTIVE SYSTEM

TRACTIVE SYSTEM

Circuit Seloclor
Prossure Gouge

6q.1rel Volve

Troctive Broke
Solenord Volve
Voriobl€ Trovel
Control Vo lv€

Rel ief Monifold

3 Stoge tlow Divider Relief Ser ot 2150 psi

Lsft Front Trock

--- l
Riqht Moin PumP
Front Stoge l4gpm Ring
Rloht Froil 24.5 gpm or 2100 rPm
I
Trrck t)llva Motq
I

I
Hiqh Prsslure
I '---- Reiurn oil
....... oumP or Droin
I
-

fo gpctd Adlu.tmnt Swlicml

I

The oil flow for the tractive circuit begins at the motors, causing them to turn at equal speeds' The
front stage of the right main puTp, w.hich delivers rotation of the drive motor shaft drives the track
Z+.S gptn-tg23 lpm) ai ZtOO rpm. From the
pump the drive gearbox, which in turn drives the track in a
oif is"routdd through the relief manifold, past a.relief forwar-d direction. The return oil from each of the
u"tue s"t to bypass at 2150 psi (148 bar)' A tine three track drive motors is collected at the opposite
tipped into the ielief manifold port is connected to work port of the directional control valve and routed
inb'-circuit selector/pressure gauge assembly, through the valve to the outlet.
inrougn which the system pressure is checked' Wh6n the control valve is set to the "reverse"
position, the oil f low is directed from the inlet of the
From the relief manifold, the oil is routed to thd valve, out the four'way connector to the. track drive
intei of the variable travel control valve' A line from motors. causinq them to turn the tracks in reverse
ine vinrator/auxiliary travel selector valve (tig'717 .or direction. Retuin- oit from the three track drive
izS) is also connetted to the inlet port' With the motors is routed back to the three-stage f low divider,
u"ri'"bi" valve in the "off" (decrease) position, the oil which now only acts as a collector. From the flow
is io"t"O through the valve to the outlet port.andis divider the oil flows back to the opposite work port
back to the pressure tank. As the valve handle of the control valve, through the valve to the outlet'
moueO in the "increase" direction, a regulated When in "reverse," the tracks are not forced to turn
amount of oil is routed out the work port of the valve at equal speeds as the f low divider simply acts as a
to tnJ inlet of the directional control valve' With the collector.'lf one track should stall, the f low divider
dlrJctional control valve in the "neutral" (center) would simply cavitate the line from the stalled
;ositio;, the oil is routed through the valve to"for' the
motor.
iltl;i pbrt. When the valve is moved to the
port From the outlet of the directional control valve,
;aid" position, inlet oil is routed out a working
The flow the oil is routed to the tractive brake system. With
io in" inlet of ihe three stage flow divider' the panel mounted tractive brake switch in the "off"
OluiO"t divides the oil into three equal parts .a.nd position, the solenoid valve is de-energized to an
i""OJ an equal part to each of the three track drive
Page 7-10
 open position, allowing the return oil to pass direcily
through it to the pressure tank. When'the tractiv6
oraKe switch is in the ,,on" position, the solenoid
va.lve is e-nergized to the closed position, causing
the
oil to be forced through a relief valve set.to Oypais ai
700 psi (48 bar). This relief pressure puts a back
pressure
-against the track circuit to prevent the
machine f rom f ree wheeling off of the traller or down
steep embankments.
.)f/he.n e.arly production machines are equipped
with six vibrators, the tractive circuit draws iis oil
gupply from the rear. stag.e oJ the right main pumi.
P.yrp output and the oit ftow is'the same. The
vibrator system now draws its oil supply from the
front stage of the right main pump.
SYMPTOM:
Track chain frequenily breaks or comes off.
714i,
CORRECTIVE MEASURES:
1. Debris in track chain. Clean track chain pump will not maintain relief pressure, but pressure
thoroughly and check links for hardened will drop rapidly as engine speed is'decreased. A
concrete. good pump will maintain approximately the same
2. Incorrect chain tension. Refer to the Main- pressure regardless of engine speed. Repair or
tenance chapter for instructions on tne proper replace pump as necessary, if found to be deiective.
adjustment of the track chain Readjust the tractive brak6 pressure as described in
3. Incorrect. alignment.of the front idler sprocket the Maintenance chapter.
or rear drive sprocket. Adjust front idler ad- SYMPTOM:
Jusrment botts until sprocket is parallel to the
track chain. Check and tighten the tratt drive One track stalls (forward direction).
gearbox mounting bolts and setscrews.
coRRECTIVE MEASURfS:
SYMPTOM: 1. Defective drive motor. To check the motor,
All three tracks stall under normal load. Low
swap the su_spected motor with a good motoi
pressure indicated. from one of the other tracks. tf t6e proOfe,
transfers, the motor is defective and must be
CORRECTIVE MEASURES: repaired or replaced.
Main relief valve not maintaining 2150 psi (148 barl
relief pressure. Refer to the Maintenance cnipter toi
instructions on how to adjust pressure.
SYMPTOM:
Tracks run slower than normal, but stall at correct
pressure.

CORRECTIVE MEASURES:
A defective pump can cause the tracks to run
slower, but yet stall at the proper relief pressure. The
pump should be checked with a fiow meter if
available. A.go9d indication of a defective pump is to
comp.are relief pressure to en!ine speed.'To check, 2. Defective three-stage flow divider. To check,
turn the adjustment screw on the traitive brake reliei swap hoses on the flow divider. lf problem
valve in three or four turns. place the ,,tractive brake,' transfers, the flow divider is defective and must
switch in the "on" position and the ,,travel direc- be replaced.
tional control" valve in the ,,neutral"
position. Run 3. Defective track drive gearbox. lf after swapping
the engine at maximum speed and move the ,,travel the motors or the hoses on the f low divider, th6
variable speed control,' valve in the ,,increase" problem remains on the same track, suspect
direction. Note the indicated pressure and then
gradually reduce the engine speed. A damaged !!e- trSck
and
drive gearbox. Remove the gearbox
disassemble it. Inspect the geirs and
Page 7-11
 bearings and replace as necessary. replaced. lf solenoid does not activate, check
continuity in wire between switch and valve coil
SYMPTOM: and repair or replace as necessary. lf power is
Tracks stallwith high pressure indicated. available at the solenoid coil, check the
solenoid valve coil. An ohm meter should
CORRECTIVE MEASURES: register 5 ohms when connected to the two
terminals on the coil (wires removed). lf the
1. Inspect tracks for excessive tension or a build reading is more or less than 5 ohms, the coil is
up of debris in chain. Clean chain as necessary defective and must be replaced.
or adjust track tension as described in the 2. Defective ground wire on the solenoid. Check
Maintenance chapter, by using a jumper wire.
2. Flow divider jammed. lf the tracks are free, but 3. Tractive brake relief valve out of adjustment or
stall with high pressure indicated, suspect the not functioning. Refer to the Maintenance
flow divider. Repair or replace the flow divider chapter for instructions on adjusting the relief
as necessary. valve. lf the relief valve cannot be adjusted,
SYMPTOM: swap the cartridge with the relief cartridge from
the auger system. lf the relief pressure can now
One track attempts to run opposite of the other be adjusted, the relief cartridge is defective and
two. must be replaced.
CORRECTIVE MEASURES:
Drive motor hoses reversed. This problem can
occur when a paving package is installed or
removed, or when a track to track motor is removed
for any reason.
SYMPTOM:
Tracks stall when tractive brake switch is "on".
CORRECTIVE MEASURES:
SYMPTOM:
1. Tractive brake relief valve pressure set too high.
Machine will not move in "auxiliary travel" (early
Adjust as necessary following instruction in
Maintenance chapter. production only).
2. Tractive brake relief valve stuck in the closed
CORRECTIVE MEASURES:
position. lf pressure cannot be reduced, swap
the relief cartridge with the relief cartridge from Vibrator on-off system not functioning properly.
the auger circuit. lf tractive brake pressure can Place the "vibrator-auxiliary travel" selector valve in
now be adjusted, relief valve is defective and the "vibrator" position. lf the machine now moves,
must be replaced. the problem is in the vibrator system. Refer to
Troubleshooting the Vibrator System (early
CAUTION: lF A RELIEF VALVE THAT WILL production) (section 08) f or proced u res to f ol low.
NOT OPEN IS PLACED IN THE AUGER CIR.
SYMPTOM:
CUIT, BE CERTAIN THAT THE AUGER IS
CONNECTED OR THE TWO HOSES FROM THE Ripples in finished product approximately 3 in.
CONTROL VALVE ARE COUPLED TOGETHER. (7.6cm) apart.
KEEP THE CONTROL VALVE IN THE "OFF''
(cENTER) POSTTTON TO ELTMTNATE THE CORRECTIVE MEASURES:
POSSIBILITY OF DAMAGE TO TH E This problem can be caused by worn track drive
HYDRAULIC SYSTEM. sprockets in the rear track. Check the condition of
SYMPTOM: the track drive sprockets and repair or replace as
necessary.
Tractive brake does not increase tractive pressure.
CORRECTIVE MEASURES:
1. Solenoid valve not operating. Remove the
power wire from the solenoid valve coil and
check tor 12 volts with the brake switch "on". lf
Be Sure to
no power is present, connect wires together on
the back of the switch. lf solenoid now ac' Be Safe!
tivates, switch is defective and must be
PageT-12
08 TROUBLESHOOTING THE VIBRATOR SYSTEM
(EARLY PRODUCTTON)

VIBRATOR SYSTEM (EARLY PRODUCTION)

Circuil Seletor &

Pressure Gouge

Solenoid Connollod

Vibrolor k'diYid@l Ventgd Relief ond

Vorioble ond Relief
Monitou- R6li6ts Relief set ot
2150 psi
r€t ot 1750p3i
sC*tor oul

In for Aux. Trovel

Io Pressura Tonk

4-Stoge Fl*-Divider

High Prssiure
Rsrurn Oil
-F DumP or Droin
lcft Moin Pump
Rcor Sto€s ll gpn Ring
-
-.-t Srotic Oil l9.3gpm ol 2100rpn

The oil flow for the four-vibrator circuit on early at 2150 psi (148 bar). A line tapped into the retief
production machines, begins at the rear stage of the block is connected to the circuit selector
left main pump which delivers 19.3 gpm (73 lpm) at valve/pressure gauge assembly, through which the
2100 rpm. From the pump the oil is routed to the system pressure is checked.
vented relief valve block. The solenoid in the relief From the relief block, oil flows into the selector
valve block is controlled by the micro switch located valve. With the selector valve spool shifted to the
under the variable travel control valve lever. When "auxiliary travel" position (valve in), oil is routed out
the travel of the machine is stopped, the control a work port to the inlet of the travel variable control
valve lever pushes down on the micro switch button. valve, resulting in increasing travel speed.
which causes the solenoid coil to become de- When the selector valve is set to the ,,vibrator"
energized, thus opening the solenoid valve. When position (valve out), the oil flows out a work port to
the solenoid valve is opened, the pressure on the the inlet of the four-stage f low divider. The gear type
back side of the relief valve, holding it closed, is flow divider divides the oil into four equal aarts and
vented back to the pressure tank, allowing the relief directs one part into each of the four individual
valve to open at low pressure. This allows the oil variable control valves located in the variable
from the main pump to dump directly back to the manifold. Each circuit is protected by an individual
pressure tank at low pressure. relief valve set to bypass at 1750 psi (121 bar). With
When the machine travel is started. the variable the variable control valve in the "off" position (all the
travel lever is raised off the micro switch button. The way clockwise) the oil is routed back to the pressure
solenoid coil is then energized, closing the solenoid tank. As the variable control valve is rotated in an
valve, which closes off the vent to the pressure tank "increase'."direction (counterclockwise), a metered
from the back side of the relief valve. Since the vent amount of oil is routed through the manifold, out the
is closed off, pressure begins to build on the back male quick coupler, into the female quick coupler on
side of the relief valve, causing it to close. The relief the vibrator and into the inlet of the drive motor. As
valve now acts like a normal relief valve set to bypass the motor begins to rotate, it drives the eccentric in
Page 7-13
 COMMANDER III
the tip of the vibrator causing the vibrator to vibrate. SYMPTOM:
The return oil from the drive motor flows back
through the male quick coupler into the female quick Vibrators will not run. High pressure indicated.
coupler on the manifold and back to the pressure CORRECTIVE MEASURES:
tank. The more the vibrator variable is rotated in the
increase direction, the faster the vibrator will lf the vibrators will not operate and high pressure
operate (from 0-10,500 vibrations per minute). Any is indicated, suspect that the flow divider has
vibrator circuit that does not have a vibrator attached jammed. lf the pressure indicated is 2150 psi (148
must have a loop hose connected. bar), the flow divider is most likely at fault and
On rnachines equipped with f ive vibrator circuits, should be repaired or replaced.
a 14 gpm ring is installed in the rear stage of the left
rnain pump which delivers 24.5 gpm (93 lpm) at 2100 SYMPTOM:
rpm. The oil flow is the same as for a four-vibrator
system, except a five-stage flow divider is installed One vibrator runs at low speed, or will not operate
in place of a four-stage. A f ifth variable control is at all. All other vibrators operate properly.
also added.
CORRECTIVE MEASURES:
On machines equipped with six vibrator circuits,
the vibrator circuit is connected to the front stage of 1. Individual variable turned off . Rotate the
the right main pump and the tractive circuit is trans- variable in the increase direction.
ferred to the rear stage of the right main pump. The 2. Defective vibrator. Interchange suspected
conveyor circuit which was connected to the rear of vibrator with one known to be good. Replace or
the right main pump is now connected to the rear repair vibrator if defective.
stage of the left main pump. A 14 gpm ring is in- 3. Quick coupler defective or not fully connected.
stalled in the rear stage of the right main pump and Check quick couplers by replacing with
the oil f low for the tractive system remains the same. couplers known to,be good. Replace coupler if
A 17 gpm ring is installed in the front stage of the defective.
right main pump which delivers 30 gpm (113 lpm) at
2100 rpm to the vibrator circuit. The oil flow is the NOTE: lf a faulty coupler is in the return line,
same as for the four-vibrator system except a six- it could cause the shaft seal in the hydraulic
stage flow divider is installed in place of a four-stage motor to rupture. Replace the seal if necessary.
and a f ifth and sixth vairable control is added.
4. Individual variable relief valve not maintaining
SYMPTOM: 1750 psi (121 bar). Check and adjust the relief
valve as described in the Maintenance chapter.
All vibrators operate at low vibrations per minute lf the pressure cannot be adjusted swap the
(vpm).
relief valve cartridge with a cartridge from a
CORRECTIVE MEASURES: circuit known to be good. lf the problem
transfers, cartridge is defective and must be
1. Low main relief valve setting. Check and adjust replaced. lf the problem remains in the same
the main relief valve pressure as described in circuit, suspect the flow divider.
the Maintenance chapter.
2. Defective pump stage. The pump should be
checked with a flow meter if available. A good
indication of a defective pump is to compare
relief pressure to engine speed. To check,
disconnect all vibrators or loop hoses at the
quick couplers. Place the "vibrator-auxiliary
travel" selector valve in the "vibrator" position
and rotate all vibrator variable controls to the
maximum position. Run the engine at maximum
speed and raise the "travel directional control"
valve lever off of the micro switch button. Note
the indicated pressure on the circuit selector
5. Defective flow divider stage. To check, remove
the hose from the suspected stage and inter-
gauge. Gradually reduce the engine speed. A change with a hose from a stage known to be
damaged pump will not maintain relief good. lf the problem transfers to the good
pressure, but will drop rapidly as engine speed circuit, the flow divider stage is defective and
is reduced. A good pump will maintain ap- the f low divider must be repaired or replaced.
proximately the same pressure as the engine
speed decreases. Replace the pump if found to SYMPTOM:
be defective (see f ig. 714). All vibrators will not operate. Low pressure in-
3. Engine speed too low. Increase engine speed to dicated.
maximum.

PageT-14
CORRECTIVE MEASURES: Check for 8 ohms of resistance in the coil with
the power leads disconnected. lf the resistance
1. Selector valve in "auxiliary travel" position. is more or less than 8 ohms, replace the coil. lf
Place selector in the "vibrator" position. the coil will attract the metal object, suspect
2. Vibrator variable off (fulty clockwise). Rotate the valve itself. Remove, clean and inspect the
the variable control in the increase direction to valve. Reinstall the valve and check the
start the vibrator attached to the circuit operation. lf it still won't operate, replace the
operating. valve.
NOTE: To continue operating if the solenoid
valve is defective, remove the valve from the
manifold. Hold the valve body and turn the valve
assembly into the body until it is bottomed out.
Replace the valve assembly. To stop the
vibrators, it will be necessary to push the
"vibrator-auxiliary travel" selector valve in to
the "auxiliary travel" position and pull it out to
the "vibrator" position to start the vibrators.

lf either the solenoid valve, or the relief valve, is

stuck in the open position causing the vibrators to
not run, the machine also will not travel when placed
3. Main relief valve stuck in the open position. in "auxiliary travel". The oil to the travel circuit will
Remove the relief valve cartridge and clean it in back feed through the open relief valve.
solvent. Inspect the valve and o-rings for
damage or contamination. Replace
necessary. Using a screwdriver, attempt to
depress the inner valve assembly (opposite of
as
NOTES
the adjustment end) against spring pressure. lf
the valve sticks in, or is stuck in the'open
position, the valve is defective and must be
replaced.

Solenoid valve not operating properly. Flemove

the coil f rom the valve and insert a metal object
into the center of it. The coil should attract the
object when the micro switch button is
released. lf not, suspect coil, wiring or micro
switch. Check tor 12 volts through the micro
switch terminals with switch button released. lf
no voltage is evident, suspect wiring or coil.
The coil can be tested with an ohm meter.
Page 7-15
 COMMANDER III
09 TROUBLESHOOTING THE 4 TO 8 VIBRATOR
SYSTEM (EARLY PRODUCTION)
Vhrats hd*bal Vdbbb & Relefirarirolds
Reliets SetAl 17sopsj 4T!gVTBRATOR CIBzuT GIzuY P',RODt CIION)

lloh Pressu.e
DW Or Drah
Stalh d
To Press@ Tdk To Press Tar*

! v.tu"

:Z\
socn.,Ll

4-Stage Fbw Dividers To ftossure Ta*

Sslector Valv6
ln 4 Vibrator Position

Cto,t S€l€ctor &Pr* Gat{p

T9 Trinrer :Solenoid Controlled Vffid,

'-.1 \ ;
Coild Vah€ ! R.ti.t v.r". /
And setecto. \ !
'r-'-'-' R€il€{ set At 2lsopni
// \ io nessure Tanr
Selector Out Fot Vibrators rrl \
---l ln For Aux.Travel ,r/
-\/\ \
\rffi--l- \

FMSebffVde \
Sel€clor valve faft bEr Arm
Selectd ln Mbrator Posilion Res StagB 193gpm Al 210Om
Froil ShF368gm At 210Om
D-H-999-O85

On a machine equipped with B vibrator systems, in to the "4 vibrator" position, the button on the
increased oil f low must be supplied to operate all of micro switch behind the selector is depressed de-
the vibrators properly. This is accomplished through energizing the solenoid valve between the two four-
the use of a "4 to 8 vibrator" selector valve which stage flow dividers to the closed position blocking
swaps the oil from the vibrator system and the the flow of oil into the additional flow divider. The
trimmerhead system. The oil f low f rom the rear stage dump solenoid between the 4 to B selector and the
of the left main pump (vibrator pump), through the flow divider is also de-energized to the closed
relief fnanifold and the "vibrator-auxiliary travel" position, blocking the flow of oil back to the tank.
selector valve remains the same as previously When the "4 to 8 vibrator" selector valve is pushed
described. When the selector valve is in the in to the "4 vibrator" position, the button on the
"vibrator" position, the oil is routed to one of the micro switch behind the selector is depressed de'
inlets of the "4 to 8 vibrator" selector valve. energizing the solenoid valve between the two four-
The oil from the front stage of the left main pump stage flow dividers to the closed position blocking
(trimmerhead pump) passes through the relief the flow of oil into the additional flow divider. The
manifold to the other inlet of the "4 to 8 vibrator" dump solenoid between the 4 to 8 selector and the
selector valve. With the selector in the "4 vibrator" flow divider is also de-energized to the closed
position (valve pushed in) the oil from the trim- position, blocking the f low of oil back to the tank.
merhead pump is routed through the selector valve When the "4 to 8 vibrator" selector is pulled out to
to the trimmerhead control valve. From there the oil the "8 vibrator" position, the oil from the rear stage
flow for the trimmerhead remains the same. The oil of the left main pump (vibrator pump) is routed
f rom the vibrator pump is routed through the through the valve to the trimmerhead circuit. The oil
selector to the inlet of the original 4-stage flow flow from thej front stage of the left main pump
divider. From there the oil flow for the 4 vibrator (trimmerhead pump) is now routed through the valve
system remains the same as previously described. to the vibrator circuit, doubling the amount of oil to
When the "4 to B vibrator" selector valve is pushed the vibrator system.

Page 7-16
 With the selector pulled out to the ,,8 vibrator"
\.-
position, the button on the micro switch behind the
selector is released, energizing the solenoid valve
between the two 4-stage flow dividers to the bpen
position. This allows oil flow into the additional
TJF
divider for circuits 5-8. The oil flow from the flow
divider through the variable controls is the same for
vibrators 5-8 as it is for 1-4. Any circuit that is not
used in the 8 vibrator system must have a jumper
hose that is painted green installed and the v-ariabte
N
turned to the maximum flow position.
When the selector is in the "4 vibrator" position,
the starting and stopping of the vibrators is con-
trolled through the micro switch located under the
variable travel control valve lever and the solenoid
i4i
controlled vented relief valve assembly. When the
selector is in the "8 vibrator" position, the button on
the micro switch behind the selector is released.
R
Contact is made between terminals 1 and 2 and
between 5 and 6 in the micro switch. + 12 volts are
supplied to terminals 2 and 6. Power is supplied from
terminal #1 to the solenoid valve between the two Ir
flow dividers, energizing it to the open position.
Power is also supplied from terminal #5, to terminal
#4 in the micro switch at the variable travel control
Pays
valve lever. When this micro button is depressed,
contact is made between terminals 4 and 3, sup- To Be
plying power to the dumper solenoid valve,
energizing it to the open position. When the valve is
open, oil from the 8 vibrator system is allowed to
Safe!!
dump back to tank, stopping all vibrators. When the
variable travel control valve lever is lifted clear of the
micro switch button, contact between terminals 3 2. Pump solenoid stuck in the open position.
and 4 is broken, de-energizing the dump solenoid to Check by disconnecting the line from the side
the closed position, causing the vibrators to run. The of the solenoid opposite the tank and capping
solenoid controllgd vented relief assembly has no it. lf the vibrators now operate, suspect tnai tne
effect on the op6ration of the vibrators rirnen t'ne dump solenoid is stuck open. Replace the
selector is in the "8 vibrator" position. lt will, solenoid valve assembly.
however, automatically start and stop any function 3. For further checks if the vibrators still fail to
connected to the trimmerhead circuit. lf no vibrators operate, refer to Troubleshooting the Vibrator
are attached to circuits 5-8, the system should not be System (early production) for additional
operated in the "8 vibrator" mode. troubleshooting steps.
SYMPTOM:
NOTE: When in the "8 vibrator" mode, the
trimmerhead pressure gauge will monitor the All vibrators operate at low speed, or not at all
vibrator pressure and the vibrator pressure when in the "8 vibrator" mode.
gauge will monitor the pressure of any function
CORRECTIVE MEASURES:
controlled by the trimmerhead system.
SYMPTOM:
1. Pyrp solenoid stuck in the open position.
Check by disconnecting the tine irom'the side
Vibrators on circuits 1-4 operate on low vpm, or of the solenoid opposite the tanR and capping
not at all, when in the "4 vibrator" mode. it. lf the vibrators now operate, the sotenoid i5
defective and must be replaced.
CORRECTIVE MEASURES: 2. Defective pump. Refer to Troubleshooting the
Trimmerhead System for procedures to fottow
1. Solenoid valve between the two 4-stage flow when checking for defective trimmerhead
dividers stuck in the open position. To check, pump (left front stage).
disconnect all loop hoses from vibrator circuits 3. Circuits,5-8 operating with no vibrators at-
5-8 and turn the variables to the maximum tached. lf the regular loop hoses are attached
position. lf vibrators connected to circuits 1-4 and the variables are turned to the maximum
will now operate, the solenoid is defective and position on circuits 5-8, it is possible for almost
should be replaced. all of the vibrator oil to be passed direcily back
PageT-17
 will be passed through circuits 1-4. This will
to the tank. lf no vibrators are attached to cir- cause vibrators on circuits 5-B to run slow and
cuits 5-8, the system should not be operated in
any vibrator connected to circuits 1-4 to operate
the "8 vibrator" mode.
4. Engine speed too low. lncrease engine speed to
at excessive speed. All circuits must have
maximum.
either a vibrator attached or an orif iced jumper
hose attached with the variable turned to
SYMPTOM: maximum when operating f ive or more
Vibrators connected to circuits 1-4 operate at vibrators. Do not use the orificed jumper hose
on any circuit that has a vibrator attached. lf 4
excessive speed and operate at low speed, or not at
all on circuits 5-B when ih the B vibrator mode'
or less vibrators are being used, the system
should not be operated in the "B vibrator"
CORRECTIVE MEASURES: mode.
1. Flow divider jammed. Swap the flow divider
from circuits 5-B with the flow divider from SYMPTOM:
ciicuits 1-4. lf the problem transfers, the flow
divider is defective and must be repaired or Vibrators connected to circuits 5-8 operate at low
replaced. excessive speed and operate at low speed on cir-
cuits 1-4 when in the "8 vibrator" mode'
CORRECTIVE MEASURES:
1. Flow divider jammed or sticking. Swap the f low
divider form circuits 1-4 with the flow divider
irom circuits 5-8. lf the problem transfers, the
flow divider is defective and must be repaired or
replaced.
2. Orificed jumper hoses not in place' lf four
vibrators are connected to circuits 1-4 and one
or two are connected to circuits 5'8, the orificed
jumper hoses must be connected to the
iemiining circuits and the variables turned to
maximum. lf the orif iced hoses are not in place'
Solenoid valve between the fiow ciividers not but the standard loop hoses are connected with
2.
operating. Depress the manual override button ihe variables turned to maximum, excessive oil
on the vilve. lf the vibrators on circuits 5'8 still will be passed through circuits 5'8. This will
will not operate, the valve is defective and cause vibrators on cir-cuits 1'4 to run slow and
should be replaced. lf the vibrators will operate any vibrator connected to circuits 5-8 to operate
when the override button is depressed, check at excessive speed. All circuits must have
jumper
it discon- either a vibrator attached or an orif iced
f or 12 volts on the power wire with
nected f rom the solenoid valve coil. lf no power hose attached with the variable turned to
is present, use a piece of jumper wire. to maKe maximum when operating f ive or more
connection between terminals #1 and 2 in the vibrators. Do not use the orificed jumper hose
micro switch behind the selector valve. lf power on any circuit that has a vibrator attached' lf 4
is now present, the micro switch is defective or less vibrators are being used, the system
and should be replaced. lf power is available to should not operated in the "8 vibrator" mode'
the coil, check the resistance of the coil' An
ohm meter should register 5 ohms when SYMPTOM:
connected to the two terminals on the coil Vibrators will not stop when in the "8 vibrator"
(wires removed). lf the readlng is more or less mode.
inan S ohms, the coil is defective and must be
replaced. CORRECTIVE MEASURES:
e Defective ground wire on solenoid' Check by 1. Dump solenoid not opening. Depress the
using a jumPer wire. manual override on the solenoid. lf the vibrators
4. Orifi6ed jumper hoses not in place' lf four will not stop, the solenoid is defective and must
vibrators are connected to circuits 5-8 and one be repaired or replaced' lf the vibrators do stop'
or two are connected to circuits 1-4, the orif iced check tor 12 volts on the power wire with it
jumper hoses must be connected to the disconnected from the coil. lf power is present'
remaining circuits and the variables turned to check the resistance of the coil. An ohm meter
maximuri. lf the orif iced hoses are not in place, should register 5 ohms when connected to the
but the standard loop hoses are connected with two terminals on the coil (wires removed)' lf the
the variables turned to maximum, excessive oil
Page 7-18
 COMMANDER III
reading is more or less than 5 ohms, the coil is
defective and must be replaced.lt 12 volts are
not present at coil, use a piece of jumper wire
between terminals 5 and 6 in the micro switch
behind the "4-8 vibrator" selector. lf the
vibrators now stop, the micro switch is
defective and must be replaced.

NOTE: To continue operation, in the ,,9-

vibrator" mode, connect the wire from terminal
'5 to terminal6 to bypass the switch.

2. lf the vibrators still fail to stop, connect a

jumper wire between terminals 3 and 4 in the
micro switch under the variable travel control
lever. lf the vibrators stop, the micro switch is
defective and must be replaced.
SYMPTOM:
Function controlled by trimmerhead control valve
will not f unction when in the "8-vibrator" mode.
CORRECTIVE MEASURES:
lf the function connected to the trimmerhead
system will not operate refer to Troubleshooting the
Vibrator System (early production) under the symp-
tom "all vibrators will not operate, low pressure
indicated" for procedures to follow.

NOTES

Page 7-19
 COMMANDER III
1O TROUBLESHOOTING THE VIBRATOR SYSTEM
(cURRENT PRODUCTTON):

V]BBAIqR C]BEUIT (CI'BBENT PBO,DT'C'[ION)

High PrssuB
Return Cli
Dunp Or Oraln
static ou

Vibrator Varlable Manifold Wlth Sobmld Valv€

&RelietValvo gel At t75oo3l
To Prossu,e Tank

Sgl€ctaValve Relot Velvo Block

Solgctor Out For Vlbrator! Ro[of got Ai 215O9!l
In For Aur. Taavol

Vlbralor Ovorldo I
Swltch
To TravolClrouit

12 Volt!

+ 12 Voll! L.lt M.ln Plnp B€e Stagollop|riRlrp

Mlcro 9wltch 1E.3Opm Al2'lOO.pn

D-]F9Es€3

The oil f low for the four vibrator system on current vibrator. This pressure increase is directed against
production machines begins at the rear stage of the the spring loaded end of the pressure differential
left main pump which delivers 19.3 gpm (73 tpm) at spool (through a small orifice) causing it to shift in
2100 rpm. From the pump the oil is routed to the the direction of the spring tension. As the valve
"vibrator-auxiliary travel" selector valve. Tee'd into spool shifts, it begins to block off the free f low of the
this line is a relief valve set to bypass at 2150 psi (148 oil back to the tank causing the pressure in the
bar). The relief valve is necessary to protect the system to increase sufficiently to operate 'the
pump from pressure spikes when the selector valve vibrator at the preset speed returned to the tank at a
position is changed. With the selector valve shifted pressure approximately 75 psi (5.2 bar) higher than
to the "auxiliary travel" position (valve in), oil is the pressure required to operate the vibrator. lf the
routed out a work port to the inlet of the travel vibrator variable is rotated more in the increase
variable control valve, resulting in increased travel direction, or another vibrator is turned on, there is a
speed. pressure drop in the system. This causes the
When the selector is set to the "vibrator" position pressure differential spool to shift to block the f low
(valve out), the oil f lows out a work port to the inlet of of oil to tank, increasing the pressure sufficiently to
the vibrator variable manifold. With the vibrator operate the vibrator at a higher speed or to operate
variables all in the off position, pressure begins to additional vibrators. Any unused oil will be returned
build in the system. This pressure increase is to tank. The entire vibrator system will operate at the
directed against one end of the pressure differential highest pressure required by any one of the
spool (through a small orifice) causing it to shift vibrators.
against spring tension to an unload position. The oil lf a vibrator s.hould stall, pressui.e will increase
from the pump is dumped back to tank at ap- against the pressure differential valve spool causing
proximately 75 psi (6 bar). When a vibrator variable is it to shift to block the free flow of oil to the tank,
rotated in the increased direction, pressure begins increasing the pressure in the system. When the
to increase between the variable and the attached pressure reaches 1750 psi (120.7 bar), the relief valve

PageT-20
in the pilot line will open. This willallow the pressure On a machine equipped with 8 vibrator systems,
differential valve to dump any unused oil (including increased oil flow must be supplied to operate all of
that from the stalled vibrator) back to the tank at the vibrators properly. This is accomplished through
approximately 1825 psi (126 bar). All other vibrators the use of a "4 to 8 vibrator" selector valve whiih
will continue to operate at normal speed and swaps the oil from the vibrator system and the
pressure. A flow control valve on the output side of trimmerhead system. The oil flow from the rear stage
each variable regulates the maximum output for of the left main pump (vibrator pump), past the main
each vibrator to 4 gpm (15.2 lpm). relief valve and through the "vibrator-auxiliary travel"
A solenoid valve in the pilot line is used to selector valve remaiDs the same as previously
automatically start and stop the vibrators. When the described. When the selector valve is in th6
micro switch button is depressed, the solenoid is "vibrator" position, the oil is routed to one of the
energized to the open position, draining the pressure inlets of the "4 to 8 vibrator" selectorvalve.
oil from the spring loaded (pilot) side of the pressure The oil from the front stage of the left main pump
differential valve. This will allow the valve spool to (trimmerhead pump) passes through the relief
shift against spring tension, dumping all oil back to manifold to the other inlet of the ,,4 to 8 vibrator"
the pressure tank at approximately 75 psi (5.2 bar). selector valve. With the selector in the ,,4 vibrator',
When the micro switch button is released, the position (valve pushed in), the oil from the trim-
solenoid is de-energized to the closed position merhead pump is routed through the selector valve
blocking the flow of oil from the pilot port. This to the trimmerhead control valve. From there the oil
causes pressure to increase on the spring loaded flow for the trimmerhead remains the same. The oil
side of the pressure differential valve, causing it to from the vibrator pump is routed through the
shift to block the f low of oil back to the tank, forcing selector to the inlet of the variable manifold. From
the vibrators to operate. An override switch is there the oil flow for the 4 vibrator system remains
provided for stopping the vibrators while moving the same as previously described.
from one place to another. By placing the switch in When the "4 to 8 vibrator" selector valve is pulled
the "on" position the solenoid is held in the out to the "8 vibrator" position, the oil from the rear
energized position, preventing the vibrators from stage of the left main pump (vibrator pump) is routed
operating, regardless of the micro switch position. through the valve to the trimmerhead circuit. The oil
When the switch is in the "off" position, the starting flow from the front stage of the left main pump
and stopping of the vibrators is controlled by the (trimmerhead pump) is now routed through the valve
micro switch. to the vibrator circuit, doubling the amount of oil to
On machines equipped with five or six vibrator the vibrator system. The oil flow is the same as for a
circuits, a 14 gpm ring is installed in the rear stage of 4 vibrator system, except that a second 4 variable
the left main pump which delivers 24.5 gpm (93 tmp; control valve bank assembly is installed. The star-
at 2100 rpm. The oil flow is the same for a 4 vibrator ting and stopping of all 8 vibrators is controlled by
system, except a second 4 variable control,valve the same solenoid.
bank assembly is installed. Only variable number 5 is
operable on the additional bank for 5 vibrator
systems. Variables number 5 and 6 are operable on
the additional bank for 6 vibrator systems. The
starting and stopping of all vibrators is controlled by
the same solenoid.

A SAFETY PAYSII

PageT-21
 Vibrator Vdbbb Mditotd
Wlth Solercid Valye &
8 VIBRA
Rolief V6lve Set At l?sopsi Circult s€leclor t fts3ue Gaugg
High Pross@
Retu.n Oll
Stallc Oll
Ounp Or Orain
To Pfsssure Tank
Trlmor Control Vdw
+ 12 Volts
Micro Swltch

Ouick Cosl€c

ry
,
a
,
, To Pressure Tar*

Selgctor Vdre
SelsctorIn 8 VibratorPoslflon

Trlmner Reliot sel At 235Opsi

Trl|m Cotul Vatvs

Rollot Valve Block

RelotS€tAt 2l50Fl

To lraval Circull Left Maln Puno

Roar St6g€ t9.3gpm At 2tOO'Dn
To Presw Tar* Front Stsge 36lgpm At 21OO.pm
D-.H-9S9-064

SYMPTdM: J. Engine speed too low. Increase engine speed to

maximum.
All vibrators operate at low speed in the "4 4. Operating with variables 5-g in the maximum
vibrator" mode. position (8 vibrators system only). Turn
CORRECTIVE MEASURES: variables 5-8 to the "off" position.
1. Low main relief valve setting. Gheck and adjust
the main relief valve pressure as described in
the Maintenance chapter.
2. Defective pump stage. The pump should be
checked with a flow meter if available. A good
indication of a defective pump is to compare
relief pressure to engine speed. To check,
disconnect all- vibrators or loop hoses at the
quick couplers. Place the "vibrators-auxiliary
travel" selector valve in the "vibrator" position.
the "vibrator override" switch in the ,,off';
position and rotate all vibrator variable controls
to the maximum speed and raise the ,,travel
variable control" valve lever off of the micro
switch button. Note the indicated pressure on 5. Vibrator relief valve pressure setting low. Check
the circuit selector gauge. Gradually reduce the and adjust the vibrator relief valve pressure as
engine speed. A damaged pump will not described in the Maintenance chapter.
maintain relief pressure, but will drop rapidly as One vibrator runs at low speed or not at all. All
engine speed is reduced. A good pump will other vibrators operate properly. High pressure
,, rnaintain approximately the same pressure as indicated.
the engine speed decreases. Replace or repair
the pump if found to be defective.

PageT-22
 CORRECTIVE MEASURES: 4. Main relief valve stuck open. Replace the main
relief valve cartridge with the relief valve car-
1. Defective vibrator. Interchange the suspected tridge from the auger circuit. lf the vibrators
vibrator with one known to be good. Replace or now operate, the relief valve cartridge is
repair the vibrator if defective. defective and must be replaced.
2. Quick couplers defective or not fully con-
nected. Check quick couplers by replacing with
quick couplers known to be good. Replace
coupler if defective.
NOTE: lf a faulty quick coupler is in the return
line, it could cause the shaft seal in the
hydraulic motor to rupture. Replace the seal if
necessary.
SYMPTOM:
All vibrators operate at low speed in the "B
vibrator" mode.
CORRECTIVE MEASURES:
Vibrator relief valve stuck in the open position.
1. Low main relief valve setting. Refer to adjusting Remove the relief valve cartridge and clean it in
the trimmerhead relief valve in the Maintenance clean solvent. Inspect the valve and o-rings for
chapter. damage or contamination. Replace as
2. Defective pump stage. Refer to necessary. Using a small screwdriver, attempt
Troubleshooting the Trimmerhead System for to depress the inner valve assembly (opposite
procedures to follow. of the adjustment nut) against spring pressure.
3. Engine speed too low. Increase engine speed to lf the valve sticks in, or is stuck in the open
maximum. position, the valve is defective and must be
-/ 4. Vibrator relief valve setting low. Check and replaced.
adjust the vibrator relief valve pressure as
described in the Maintenance chapter.
SYMPTOM:
All vibrators will not operate. Low pressure in-
dicated.
CORRECTIVE MEASURES:

1. Selector valve in the "auxiliary travel" position.

Place the selector in the "vibrator" position.
2. Vibrator variables off (fully clockwise). Rotate
the variable control in the increase direction to
start the vibrators operating.
3. "Vibrator override" switch in the "on" position.
Place the switch in the "off" position. 6. Solenoid valve stuck open. Remove the valve
cartridge and clean it in clean solvent. Inspect
the valve and o-rings for damage or con-
tamination. Replace as necessary. Using a
small screwdriver, attempt to depress the inner
valve assembly (opposite the coil end) against
spring pressure. lf the valve sticks in, or is
stuck in the open position, the valve is
defective and must be replaced.
SYMPTOM:
Vibrators will not stop.
CORRECTIVE'MEASURES:
Solenoid valve not operating properly. Place the
"vibrator override" switch in the "on" position. lf the

PageT-23
vibrators stop, the micro switch is defective and
must be replaced. lf the vibrators still will not stop,
remove the coil from the valve and insert a metal
object into the center of it. The coil should attract
the object when the micro switch button is
depressed, or when the "vibrator override" switch is
placed in the "on" position. lf not, suspect coil,
wiring, override switch or micro switch. Check tor 12
volts through the micro switch terminals with the
switch button depressed. lf no voltage is present,
suspect a bad micro switch and replace as
necessary. lf 12 volts are evident, suspect the wiring
or coil. The coil can be tested with an ohm meter.
Check for 8 ohms of resistance in the coil with the
power leads disconnected. lf the resistance is more
or less than 8 ohms, replace the coil. lf the coil will
attract the metal object, suspect the valve itself.
Remove, clean and inspect the valve. Reinstall the
valve and check the operation. lf it still won't
operate, replace the valve.

NOTES

PageT-24
11 TROUBLESHOOTING THE HOLD DOWN
SYSTEM:

HOLD-DOWN SYSTEM

Hold-Down cylinder

Reducing-Relieving

High Pre$ure
r:::: Return Oil
....... Dump or Dro;n
- Reguloted Pressure

o-H-999-020
Fig.731

The oil for the hotd down circuit is supplied by the pressure in the line between the hold down cylinder
lift pump. With the control valve in the ,,neuiral" and the reducing-relieving valve will begin to in-
(center) position, the oit flow is simply blocked by crease. The reducing-relieving valve senses this
the valve spool. Moving the valve to the ,,down" increase of the preset pressure and opens to drain
position, directs oil through the valve, out a work excess pressure back to the pressure tank, main-
port, to the inlet of the reducing-relieving valve. The taining the preset pressure. As the rear of the
reducing-relieyllg valve reduces the incoming machine begins to raise, the pressure in the line
pressure of 1600 psi (110 bar) down to an operato? between the hold down cylinder and the reducing-
setting of between 30 and 600 psi (2 and 41 bar). The relieving valve begins to drop. The reducing-relieving
oil is routed through the reducing-relieving vaive to valve senses this pressure drop and opens to add oil
the piston end of the hold down cyclinder causing it to the line to maintain the preset pressure.
to extend. As the cylinder begins to press downbn
the rear of the slipform mold, pressure begins to When the control valve is moved to the ,,up"
position, oil is routed through the control valve, oui a
build up in the line between the hold down cylinder work port to the rod end of the hold down cylinder
and the reducing-relieving valve. When the pressure causing it to retract. The oil from the piston end is
reaches what the operator has preset, the f low of oil forced back through the reducing-relieving valve to
to the hold down cylinder is halted. Oil from the rod the pressure tank.
end of the hold down cylinder returns back through a
work port of the control valve and back to the SYMPTOM:
pressure tank. A pressure gauge is connected to the
line between the reducing-relieving valve and the Hold down cylinder will retract, but will not ex-
hold down cylinder to monitor the hold down tend.
pressure.
lf the rear of the machine should move down, the

PageT-25
CORRECTIVE MEASURES:
Hold down pressure control valve set too low.
Turn the control valve knob clockwise to increase
NOTES
pressure to extend hold down cylincler.

SYMPTOM:

Cannot maintain constant hold down pressure.

CORRECTIVE MEASURES:
1. Ho]d down pressure control valve dirty or
defective. Remove pressure adjustment car-
tridge and clean. Inspect and replace as
necessary.

2. Defective hold down - cylinder. To check,

disconnect the hose on the rod end of the \J
cylinder, with it extended completely. Apply
pressure to the piston end (hold down valve in
"down" position). lf hydraulic fluid escapes
from the open fitting on the rod end of the
cylinder, the internal piston packing is leaking.
Repair or replace the cylinder as necessary.

SYMPTOM:
Hold down cylinder will not raise or lower.
CORRECTIVE MEASURES:
1. Hold down control valve in the ,,neutral,,
(center) position. Move the control valve to the
proper position.
2. Low pressure in the lift circuit. Check the in-
dicated pressure on the "lift circuit pressure"
gauge. Adjust the lift pressure to 1600 psi (110
bar) if necessary, following the instructions
given in the Maintenance chapter.
NOTE: lJ the lift pressure is low, the following
circuits will be affected; all three grade circuits,
front and rear steering circuits, auxiliary cir-
cuits, hold down circuit and the holdover cir-
cuit.

Page 7-26
 COMMANDER III
12 TROUBLESHOOTING THE HOLDOVER SYSTEM

HOLD-OVER SYSTEM

Ci.cuit 56lector &

Presure Gouse

Conrrol Volve Bonl

Tonk

Reducing-Relieving

Pre33ure

-High
.....Dump or Droin
Pr€s3ur€

-Regutored

The oil for the holdover circuit is supplied, by the the existing roadway, pressure will begin to increase
lift pump. With the control valve in the "neutral" in the line between the holdover cylinder and the
(center) position, the oil flow is simply blocked by reducing-relieving valve. The reducing-relieving
the valve spool. Moving the control valve to the "out" valve senses this pressure increase and relieves the
position directs oil out a work port to the inlet of the excess pressure back to the pressure tank, thus
feducing-relieving valve. The reducing-relieving maintaining the preset pressure. As the rear of the
valve reduces the incoming pressure oJ 1600 psi(110 machine begins to move away from the existing
bar) down to an operator setting of between 30 and roadway, pressure in the line between the holdover
600 psi (2 and 41 bar). The oil flows through the cylinder and the reducing-relieving valve drops. This
reducing-relieving valve, through a set of quick pressure drop is sensed by the valve, which shifts to
couplers, to the piston end of the holdover cylinder add oil to the line thus keeping the pressure at the
causing it to extend. As the cylinder begihs to push proper setting.
the rear of the form over against the eii$ting road- When the control valve is moved to the "in"
way, pressure begins to build in the linb'bbtween the position, oil is routed out a work port of the control
holdover cylinder and the reducing-relieving valve. valve to the rod end of the holdover cylinder, causing
When the pressure reaches what the operator has it to retract. The oil from the piston end of the
preset, the flow of oil to the holdover cylinder is cylinder is forced back through the reducing-
halted. A line tapped into the line between the relieving valve to the pressure tank.
reducing-relieving valve and the holdover cylinder is
connected to the circuit selector valve/pressure SYMPTOM:
gauge assembly, through which the holdover
pressure is monitored. Ab the holdover cylinder The holdover system operates basically the same
extends, oil from the rod end of the cylinder returns as the hold down system. To troubleshoot the
back through a work port of the control valve and out holdover system, follow the same procedures as for
to the pressure tank. the hold down system. lf the cylinder will not extend
lf the rear of the machine should move towards or retract, bypass the quick couplers as an additional
check.
PageT-27
13 TROUBLESHOOTING THE AUXILIARY SYSTEMS

AUXILIARY SYSTEMS

Right Front
Extend Cylinder

Ouicl

Preslure
:r::Relurn Oil
-High
'......Dump or Droin

The auxiliary circuits consist of the conveyor lift, valve in the locking valve is now blocking the oil flow
rear shift and right front extend circuits' The from the piston end of the cylinder back to the
operation of thestthree circuits is the same, with control valve, pressure begins to build between the
ifi.jenO results being the only difference' The oil for rod end of the cylinder and the control valve' This
the auxiliary circuits is supplied by the lift pump- pressure increase works against the shuttle piston
Wnen the control valve is in the "neutral" (center) in the locking valve, which shifts, lifting the check
oosition. the oil flow is simply blocked by the valve valve on the return side off its seat, thus allowing the
ipoof . Wnen the valve is moved in one direction, the oil from the piston end of the cylinder to return
oiiio* is routed through the valve to oneitsofseat the work through the control valve and back to the pressure
ootit. The oil forces a check valve off as it tank. The purpose of the double actino lock valve is
the double acting lock valve (on rear to keep the corresponding cylinder from drifting.
iasses'through The troubleshooting procedures for all three
5i varvel and' then out to the piston valve end of the
iorreip6nOing cylinder. Since a check in the auxiliary circuits are basically the same.
OorUf .i acting-loik valve is blocking the- oil f low back
end of the cylinder, SYMPTOM:
io ine controi valve f rom the rod
pi"JJur" begins to build in the line between the Cylinder will extend but not retract; or retract but
valve' This
biiton end oithe cylinder and the.controlpiston in the
not extend.
Dressure increase acts against a shuttle
iocking valve, which shifts, lifting the.check valve on CORRECTIVE MEASURES:
ine tet-utn side off its seat, thus allowing the oil from 1. Locking valve not releasing in one direction'
in" .O end of the cylinder to return through the Cnecf 6y reversing the hoses on the rear of the
control.valve and back to the pressure tank' valve. lf th'e'cylinder will now move in the op'
When the control valve is shifted in the opposite potit" direction, the locking valve is defective
directiqn, the oil flows through the chebk valve, in bnd must be rePaired or rePlaced'
in" oppo3ite side of the locking valve and out to the
roO ehb of the corresponding cylinder' Since a check
PageT-28
2. Defective quick coupler. lnspect quick couplers 4. Locking pin through holes in inner and outer
by bypassing couplers with pipe couplings or tubes of conveyor lift. This will affect the
with a set of couplers known to be good. conveyor lift only. Remove pin and install it
through the holes in inner tube only to limit how
SYMPTOM: far the conveyor can be lowered.
Cylinder will not extend or retract. SYMPTOM:
CORRECTIVE MEASURES: Cylinder will not hold position.
1. Locking valve not releasing in one direction. lf CORRECTIVE MEASURES:
the cylinder is completely extended, or 1.
retracted and the locking valve shutile piston is Locking valve not holding. Remove the lines
stuck, it will not release in the opposite from the defective valve and swap them with
direction. Reverse the hoses on the rear of the the lines from an unaffected valve. lf the
valve. lf the cylinder will now move in the op- cylinder that was not holding position, now
posite direction, the locking valve is defective holds position, the valve is defective and must
and must be repaired or replaced. be repaired or replaced.
2. Low lift pressure. Check the indicated pressure 2. lnternal cylinder packing leaking. lf swapping
on the "lift circuit pressure" gauge. Adjust the the lines as previously described does not stop
lift pressure to 1600 psi (110 bar) if necessary, the cylinder from creeping, suspect the internal
following the instructions given in the Main- cylinder piston packing. To check, extend the
tenance chapter. lf the lift pressure is low, the cylinder fully. Remove the line from the rod end
grade circuits, steering circuits, holdover and of the cylinder and apply pressure to the piston
hold down circuits willalso be affected. end. lf oil f lows from the open f itting on the rod
9nd oJ the cylinder, the internal piston packing
is defective. Repair or replace the cylinder as
necessary.

Take Time
To Be
3. Locking bolts tight in bottom of right front Safe!
extend tube. This will affect the right front
extend circuit only. Loosen the bolts to extend
or retract the right front leg. Tighten the bolts
when the right leg is extended.

PageT-29
 COMMANDER III
14 TROUBLESHOOTING THE GRADE HYDRAULIC
SYSTEMS

LIFT (GRADH HYDRAULIC SYSTEM

Righi Fronr,
9rode cylrnoer
H igh Prersure with L ocI ing
rr:r! Rerurn Oi I
....... Dump or Droin
- Pr€ssure
-'-Chorge

Servo Monifold with

Grode Sorvo Volves
To Alignm6ni Sol€mid

Reor Grode
Cylinder wilh

To Rsservoir

L6ft Front
Grode Cylinder
wirh Locking

To Reservoir

The oil flow for the lift circuit begins at the lock" switch is placed in the "off" position, the
pressure tank, where the oil is forced through the solenoids are energized to the open position
100 wire mesh lift circuit f ilter. From the f ilter the oil allowing oil into the servo valve.
flow is routed to the inlet of the pressure com- On current production machines, the oil flow from
pensated lift circuit pump.A case drain line protects the pump is routed through the high pressure lift
the case from extreme pressures by draining excess filter to the servo lock solenoid. With the "servo
oil f rom the case back to the reservoir. Oil f low f rom lock" switch in the "on" position, the solenoid is
the lift circuit pump is 11.6 gpm (44lpm)at 2100 rpm. energized to the closed position, blocking the flow
The lift circuit and all circuits drawing an oil of oil into all servo valves. When the "servo lock"
supply from the lift pump are closed center systems. switch is placed in the "off" position, the solenoid is
This means there is a standby pressure in the de-energized to the open position, allowing oil to
systems of 1600 psi (110 bar), but no flow until a pass into all of the servo valves. With the servo valve
circuit is activated. With no circuits activated, the spool in the centered position, the oil flow is
pressure in the systems will build until a sensing stopped. All of the grade circuits on both early and
device in the pump senses the pressure is at 1600 current production machines operate the same
psi (110 bar), thus causing the pump to stop pum- hydraulically. The explanation of one is the same for
ping. As soon as the pressure in the system drops, all.
the pump will begin to pump again, until the When the servo valve receives an "up" signal f rom
pressure returns to the preset pressure. the amplifier, the spool in the servo valve shifts,
On early production machines, the oil flow is directing the oil out through the lower port in the
routed from the lift pump to the inlet of the servo manifold to the locking valve on the appropriate lift
manifold. With the "lift lock" switches in the "on" cylinder. The oil forces the internal check valve off
position, the lift lock solenoids are de'energized to its seat (in the locking valve) and flows into the
the closed position, blocking the oil flow from en' piston (top) end of the lift cylinder, causing it to
tering the corresponding servo valve. When the "lift extend. The return oil from the rod (bottom) end of
Page 7-30
 COMMANDER III
the cylinder flows back to the opposite port in the 3. Solenoid valve coil defective. Check for 12 volts
servo manifold unrestricted, through the servo valve to the coil with the "lift lock" switch ,,off" and
and back to the reservoir. When the servo valve spool the ignition switch "on." lf 12 volts are
returns to neutral, the check valve in the locking available, remove the coil from the valve shaft.
valve goes on its seat, locking the oil in the piston Insert a metal object into the center of the coil.
(top)end of the cylinder, holding it extended. The coil should attract the object with the ,,lift
When the servo valve receives a "down" signal lock" switch "off" and the ignition switch,,on."
from the amplifier, the servo valve spool is shifted in lf not, the coil is defective and must be
the opposite direction, routing oil out a manifold replaced. The coil.can be checked with an ohm
port, to the rod (bottom) end of the lift cylinder. Since meter. Check for 8 ohms of resistance between
the check valve, in the locking valve, on the piston the two leads to the coil (wires disconnected).
(top) end of the cylinder is on its seat, the cylinder Replace the coil if the resistance is more or
cannot retract. Pressure begins to increase in the less (early production only).
line between the rod (bottom) end of the cylinder and
the servo valve. A small port in the locking valve
directs this pressure increase to a small shutile
piston in the valve, which shifts, lifting the check
valve off its seat. This allows oil from the piston (top)
end of the cylinder to return to the opposite servo
manifold port, through the servo valve and out to the
reservoir. The purpose of the locking valve is to keep
the cylinder from drifting down when the engine is
running and the "lift lock" switches or "servo lock"
switch, are "on," or overnight when the engine is
stopped. Pressure is required to extend the cylinder
(to lift the machine) and to retract it (because of Solenoid valve stuck or not f unctioning.
Remove the coil from the valve, then remove
lo9[ing valves). The grade servo valves are the 4 gpm the valve from the servo manifold (use a 1-1l8,'
(15.2 lpm) models on early production machines-and
5 gpm (16.a lpm) models on current production. The deep socket to remove valve). Wash the valve in
troubleshooting of one grade hydraulic system is the clean solvent or diesel f uel. Inspect o-rings and
same forall. replace as necessary. Attempt to depress the
internal plunger in the end of the valve. lf the
SYMPTOM: plunger cannot be depressed, or it sticks open
One grade cylinder inoperative or slow to respond. when released, replace the valve. lf the plunger
operates freely, reinstall the valve and coil and
CORRECTIVE MEASURES: check the operation. lf the system still will not
lsolate the problem; hydraulic versus electrical. lf operate, the solenoid valve is defective and
the system will not respond with the amplif ier,,jog" must be replaced (early production only).
switch, check the system operation by pushing the NOTE: lf the valve is inoperative, it can be
override buttons or moving the override levers on tne
disassembled to continue paving operations.
servo valve covers (f ig. 210 and 211). push one button
Unscrew the end from the valve and remove all
and then the other or move the lever both directions.
internal parts. Replace the valve housing into
Be certain the buttons will go in flush with the valve
cover..lf the system will respond when pushing the the servo manifold and continue paving
operations. The "lift lock" switch will have no
override buttons or moving the override lever, the
problem is in the electrical system. Refer to section affect on the system.
15 for troubleshooting the front and rear grade 5. Faulty locking valve (fig. 2341. tt the machine
electrical systems, or to section 16 f or will raise, but not lower, suspect that the
troubleshooting the slope electrical system. lf the shuttle piston in the locking valve is stuck.
system will not respond when pushing the override Swap the valve cartridge from the defective
buttons, the problem is in the hydraulic system. The system with a valve cartridge from a system
hydraulic problems are as follows: that _is operating properly. lf the problem
transfers, the valve is defective and must be
1. "Lift lock or servo lock', switch in the ,,on', replaced.
position closing the lock solenoid valve. place
the switch in the "off" position to open the
valve. CAUTION: REMOVE ALL WEIGHT FROM
2. "Lift lock" switch defective. Connect the two THE LIFT CYLINDER, OR LOWER IT TO THE
LOWEST POSITION, BEFORE REMOVING THE
wires on the back of the switch together, lf the
system now works properly, the switch is LOCKING VALVE CARTRI DGE.
defective and must be replaced (early
production only).

Page 7-31
 COMMANDER III
manifold and the auxiliary circuits valve bank.
Run the engine at maximum rpm and observe
lift pressure gauge. lf lift pressure decreases as
the engine rpm is decreased, the pump is
defective and must be replaced.
4. Clogged lift circuit f ilter. Replace f ilter element.
Do not use a paper type element in the lift
circuit as it will greatly restrict the flow of oil to
the pump.

6. Inlet screen in servo valve is clogged. Remove

the servo valve from the manifold. Remove the
o-rings from the ports on the back of the servo
valve and remove the inlet screen. Clean and 5. (Early Production); Excessive internal leakage
install the screen, or if necessary replace the past servo valve spools or aux-iliary valve
screen (early production). spools. Place the "lift lock" switches in the
7. Inner and outer guide tubes binding. Raise the "on" position. lf the lift pressure does not in-
machine to the maximum amount and crease, disconnect and cap the pressure line
generously grease the inner guide tube. between the servo manifold and the auxiliary
valve bank. lf the pressure increases, a high
SYMPTOM: pressure internal leak exists inside one or more
All grade circuits inoperative, or slow to respond. of the auxiliary valves. lt is recommended to
replace the valve bank as a unit. lf the lift
CORRECTIVE MEASURES: pressure increases when the "lift lock" swit-
ches are placed in the "on" position, suspect
Determine if the problem is electrical or hydraulic the servo valves. Place the "lift lock" switches
by depressing the manual override buttons or in the "off" position, one at a time. lf, placing
moving the override levers on the servo valve covers. one of the "lift lock" switches in the "off"
lf the system will respond when pushing the override position causes the pressure to drop, suspect
buttons or moving the override levers, the problem is the corresponding servo valve. Replace the
in the electrical system. Refer to section 15 for servo valve to correct the problem.
troubleshooting the front and rear grade electrical
systems or to section 16 for troubleshooting the NOTE: lt is possible that the amount of
slope electrical system. lf the systems will not leakage in any one servo valve is not sufficient
respond when pushing the override buttons or to affect the lift pressure, but the combination
moving the override levers, the problem is in the of two or more will affect it. lt may be necessary
hydraulic system. The hydraulic problems are as to replace more than one servo valve.
follows:
1. Low lift pressure. Check and adjust the lf the pressure does not increase with the "lift
pressure as described in the Maintenance lock" switches in the "on" position and the line to
the auxiliary valve bank capped, suspect the steering
chapter. servo valves. Replace the steering servo valves, one
2. Servo lock switch "on" (current production at a time to check.
only). Place the switch in the "off" position.
3. Defective lift pump. Check the pump output 6. (current production); Excessive internal leakage
with a flow meter if available. A good indication past servo valve spools, or auxiliary valve
of a defective pump is to compare system spools. Place the "servo lock" switch in the
pressure to'engine rpm. A damaged pump will "on" position. lf the lift pressure does not in-
not hold pressure as engine rpm decreases; crease, disconnect and cap the pressure line
pressure will drop rapidly. A good pump will between the lift manifold and the auxiliary valve
maintain pressure as engine rpm is decreased. bank. lf.the pressure increases, a high pressure
To check the pump pressure drop, place all internal leak exists inside one or more of the
three "lift lock" switches or the "servo lock" auxiliary valves. lt is recommended to replace
switch in the "on" position. Disconnect and the valve bank as a unit. lf the lift pressure
cap the pressure line between the servo increases when the "servo lock" switch is

PageT-32
 placed in the ,,on" position, suspect one or
CORRECTIVE MEASURES:
more of the servo valves. lt may be necessary to
replace the servos one at a timb to check. 1. A sticky servo valve can cause this type of
qymptom. Sticky valve spools are cau66O Oy
NOTE: tt is possible that the amount of leakage
in dirty.oil. Frequenily sticky valve spools can be
any one valve is not sufficient to affect the- lift freed by rapidly moving-the manual operator
pressure, but the combination of two or more buttons on the servo valve. This throws the
will
affect .it. lt may be necessary to replace more than valve spool from one extreme to the other and
one valve. the particles, causing the spool to stick, tend to
wash out, thus freeing the dpool. A sticky spool
7. Hoses from holdover valve coupled together can be detected on the amplifier metei if tne
and valve engaged. lf the holdovei system-is not needle overshoots when it approaches cent,er
being used, do not couple the hose6 togetherat from an offset or if it tends to hang to one side
the quick couplers and engage thJ control or the other of center. This will teiO to happen
valve. This creates a direct piain tor the oil to when approaching center from either side. lt
f low direcily back to the pressure
tank. snows that a small amount of electrical signal
to the valve doesn,t have enough pnysicit
power to overcome the resistance of tfie stict<y
spool.
NOTE: The servo valve being
justment will also cause the neejleout of ad-
to nang t-;
one side of center during operation. fne-aO-
justment of the servo vai-ve 'usu"ttv
does not
the abitity of the system to horo
lll,g:L
oun ng automatic operation. srade

2. Other causes may be loose stringline, tension

gl tl"senso.r hub spring or the seisitivity is set
l?9_t9y,gn the amptifier. Refer to the proper
cnapter tor adj ustment procedures.
SYMPTOM:

.. Grade cylinder drifts down overnight

,,lift l;;k,,and/or with
the.
.engine. running with the ot' ,,.rro
lock" switch "on."
CORRECTIVE MEAEURES:
8. Auxiliary hoses for hydraulic sideplates or
variable barrier connected together allowing
hydraulic oil to dump direcily back to tank.
Disconnect the hoses at the quick couplers.
SYMPTOM:
Lift cylinder drifts up, or down, with the ,,lift lock,,
or "servo lock" switch ,,.off,,' the engine running, and
the amplifier "run/standby;' switch.in the ,,staidby,,
position. Will hold position with the ,,lift lock,, 'or
"servo lock" switch ,,on," or the engine stopped.
CORRECTIVE MEASURES:
This is a good indication that the servo vatve
needs centering. Adjust the servo centering ,ci"*
with a hex wrench as described in the Mainfenance
chapter.
SYMPTOM:
Gradual swales in grade.
1. Locking valVe not holding. Raise the machine
stop the.engine. tf thJtocking vaive'is in an
?ld
atumtnum btock attached to the top of the
cylinder, loosen the line on the r.ibnt siOe
Page 7-33
 MANDER
(looking at valve) of the top of the valve. lf the
locking valve is built into the top of the cylinder,
loosen the line on the left side of the cylinder
cap. lf a steady stream of oil flows from the
loosened line, suspect that the locking valve is
not holding. Swap the defective valve cartridge
with a valve cartridge known to be good. lf the
problem transfers, the locking valve is defective
and must be replaced

CAUTION: REMOVE ALL WEIGHT FROM

THE LIFT CYLINDER, OR LOWER IT TO THE
LOWEST POSITION, BEFORE REMOVING
LOCKING VALVE CARTRIDGE.
2. Internal cylinder piston packing leaking. lf no
oil flows from the loosened line or the problem
remains on the same cylinder after swapping
the locking valve cartridge, the problem is in
the grade cylinder. Remove the cylinder and
repair or replace it.

Page 7'34
15 TROUBLESHOOTING THE FRONT AND REAR
G RADE ELECTRICAL SYSTEMS

FRONT ^ND REAR GRADE ELECTRICAL SYSTEMS

J2 Amplille. Frnel Sulki.ad Plugr alo

A4fbr Prnal Bqtricad Plug tt

iot.: Raalrlora comct.d to olns G
D' rd H In Flu9 tG ra 22 ohm, 3 wrtt.
ca
;,i aa
!,? !t
bf
lu ta
i 'l'

Front G.ad€ AmDHloI

The front and rear grade control systems are direction to get the servo valve spool to move full
responsible for maintaining the correct elevation of movement. However, with the sensitivity adjustment
the left side (standard) of the machine frame. Each turned a half of a turn in the increase direction, from
system consists of a sensor, amplifier and a servo the off position, it may be necessary to only move
valve. The explanation of one system is the same for the sensor wand't/a in. (6mm) in the up direction to
both. get the servo valve spool to move full movement. The
The sensor has a wand attached to its shaft, which deviation meter on the amplifier will indicate the
is held firmly against the guideline by spring ten- amount and direction of the signal. When the
sion. As the machine frame moves up or down, in deviation meter needle is centered, it indicates that
relation to the guideline, the wand causes the sensor no correction is necessary in the system. When the
shaft to rotate. As the shaft rotates, a corrective needle is off center, it indicates a correction is
signal is sent to the corresponding panel mounted required and it will remain off center until the
grade amplifier. necessary correction is made. The more the needle
The amplifier, when on automatic, measures the goes off center, the faster the system will respond. lf
amount and direction of the signal from the sensor the necessary correction is not made, the machine
and conveys a corrective signal to the corresponding will continue to react untilthe cylinder is completely
servo valve. The amount of servo valve spool extended, or retracted. When the "jog" switch is
movement is in proportion to the amount of sensor used for manual control, the servo valve spool shifts
movement. The sensitivity adjustment on the ,am- the f ull amount and remains there until the switch is
plifier will change the amount of servo valve spool released and allowed to return to center. From the
movement in relation to the amount of sensor amplifier the,corrective signal is sent out to the
movement. For example, with the sensitivity ad- proper servo valve.
justment turned a quarter of a turn in the increase When the servo valve receives a corrective signal
direction, from the off position, it may be necessary from the amplif ier, whether an automatic signal fiom
to move the sensor wand t/z in. (13mm) in the up the sensor, or a manual signal f rom the ,,jogr' switch,

Page 7'35
 COMMANDER III
the spool in the servo valve will shift. The amount of
servo valve spool movement will depend on the
amount of corrective signal from the sensor and the
sensitivity setting on the amplif ier when on
automatic. The spool will shift the nnaximum amount
when the "jog" switch is used. When the spool
shifts, pressure oil is either routed to the piston (top)
end of the lift cylinder causing it to extend, lifting
the machine, or to the rod (bottom) end of the
cylinder causing it to retract, lowering the machine.
The more corrective signal the servo valve receives
from the amplifier, the more the spool will shift and
the faster the machine will respond on automatic
control. The system will respond at the maximum
rate when the "jog" switch is used and will continue
to respond until the switch is released.
When the necessary correction has been made,
the sensor is returned to center and a signal is sent
to the amplifier indicating the correction has been
made. The amplif ier, in turn, signals the servo valve,
which causes the spool to shift to the center
position. This blocks the flow of oil to either end of Output portion of amplif ier defective. Swap the
the lift cylinder, causing the machine to maintain its inoperative amplifier with one known to be
elevation. When on manual control, the servo valve good. lf the problem is corrected, the amplifier
spool returns to center when the "jog" switch is is defective and must be replaced.
released. The cables f rom the right side (engine side)
of the machine are used when the grade sensors are
mounted on the right side of the machine.
Disconnect the cables for left grade control (#2 and
#10) from the rear of the ampllfier box. Connect the
cables for right grade control in place of the left
cables (cable plugs are numbered).
SYMPTOM:
No manual grade control (grade control on left
side).
CORRECTIVE MEASURES:
lsolate the problem, hydraulic versus electrical.
The grade servo valves are equipped with manual
override buttons or a lever located in the valve
covers. Push one button and then the other or move
the override lever both directions. Be certain the 4. The servo valve coil may be open internally.
buttons will go in flush with the valve cover. lf the Check by disconnecting the leads from the
machine does not respond, the problem is in the inoperative servo valve and connecting them to
hydraulic system. Refer to the Troubleshooting the a servo valve known to be good. Place the "lift
Grade Hydraulic System (section 14) for procedures lock" switch for the appropriate circuit or the
to follow. lf the problem is electrical, proceed as "servo lock" switch in the "off" position. Move
follows: the " jog" switch on the amplif ier of the
inoperative system, both directions f rom
1. Tripped 6 amp circuit breaker. lf the 6 amp center. lf the grade servo to which this amplifier
circuit breaker has tripped, all automatic has been connected, responds, the servo valve
control systems will be inoperative. lf the is defective and must be reolaced. The servo
circuit breaker has tripped, refer to section 24, valve coil may also be checked with an ohm
Troubleshooting Miscellaneous Electrical meter. Check at the valve terminals (with leads
Systems. removed) for 33 to 40 ohms of resistance on
2. Loose screws on terminal strips on rear of early servo valves and 23 ohms on current servo
amplifier. Check all screws and make certain valves.
they are tight. 5. Defective "left/right stringline" switch (current
production only). Place the switch in the "right"
position and move the "jog" switch on the
"front grade" amplif ier. lf the right front leg will
Page 7-36
 COMMANDER III
respond to the "jog" switch, the wiring bet- clockwise) one-third of a turn for initial ad-
ween the amplif ier and the stringline switch is justment. Refer to the Controls and Gauges
good. Move the "jog" switch on the "slope" chapter for f urther adjustment instuctions.
amplif ier. lf the left front leg will respond to the 3. Sensor connected. to wrong bulkhead. Be
"jog" switch, the wiring between the stringline certain that the grade sensor is connected to
switch and the servo is good and the prob-lem is the plug marked grade. lf the sensor is con-
in the stringline switch. Repair or replace as nected to the proper plug, but causes the
necessary. steering to work, the grade and steer cables on
lf both, the right front and left front grade the rear of the amplifier box may be improperly
servos will respond to the slope amplifier, but connected. Reconnect cables as necessary.
neither will respond to the f ront grade amplif ier,
suspect the wiring between the front grade
amplifier and the stringline switch. Repair or
replace as necessary.
lf both, the front grade and slope amplifiers
will make the right front grade servo react, but
neither will operate the left front grade servo,
suspect the wiring between the stringline
switch and the left front grade servo valve.
Repair or replace as necessary.
6. Defective wiring between amplifier and servo
valve (early production). lf the system does not
respond to swapping amplifiers or to swapping
the leads on the servo valve, suspect that the
wiring has failed. Check continuity and repair or
replace as necessary.

NOTE: The wiring can be bypassed by

connecting a wire between output terminal "C"
on the amplifier and terminal "A" on the servo
valve and between output terminal "D" on the
amplif ier and terminal "B" on the servo valve. Defective sensor or coil cord. Check the sensor
by swapping it with a sensor known to be good.
SYMPTOM: lf the system works with a different sensor, the
No automatic grade control. sensor or coil cord is defective. To check the
coil cord, remove the cover f rom the sensor and
CORRECTIVE MEASURES: disconnect the cord. Remove a cord known to
be good from one of the other sensors, or one
Determine if the problem is between the sensor
and amplifier, or if it is between the amplifier and
of the feedback pots on the top of each leg
servo valve. lf the machine will not raise or lower
(cord on the right f ront leg on current
production is not interchangeable) and swap it
with the "jog" switch, the problem is between the with the cord from the defective sensor. lf the
amplifier and servo valve. Refer to the preceeding sensor now works, the cord is defective and
symptom (no manual grade control) for trouble- must be replaced or repaired. lf the sensor does
shooting procedures. lf the machine will raise or not work, the sensor is defective and must be
lower with the "jog" switch on the amplifier, the replaced.
problem is between the amplifier and sensor. Move 5.
Defective amplifier. The deviation meter needle
the wand on the grade sensor and observe the meter
on the corresponding amplif ier. lf the meter may not respond when the sensor wand is
moved. Swap the amplifier with one known to
responds, the sensor and the wiring is good and the
problem is likely to be a defective amplifier. Swap be good. lf the problem is corrected, replace the
the amplifier with one known to be good. lf the amplifier.
problem is corrected, replace the amplifier. lf the b. Defective cable between sensor bulkhead
meter does not respond, check the f ollowing: connection and amplifier box. Disconnect the
appropriate grade sensor input cable (#10 for
1. "Run-standby" switch in "standby." Place the rear; #2 for f ront) f rom the rear of the amplif ier
switch in the "run" position. The position of the box. Connect the sensor directly to the plug on
"run-standby" switch will have no affect on the the rear of the box. lf the sensor will not operate
deviation meter, but will affect the automatic the grade system, suspect the wiring between
control. the amplifier and the connector on the rear of
2. Sensitivity adjustment turned to minimum (off). the amplif ier box. Repair or replace as
The sensitivity adjustment should be turned necessary. lf the sensor will operate the
clockwise to the maximum and back (counter-

Page 7-37
 system, the cable between the bulkhead plug CORRECTIVE MEASURES:
and the amplifier.box is defective. Repair or
replace the cable as necessary. The sensitivity setting on the amplifier is too high.
Reduce by turning the sensitivity adjustment
counterclockwise until instability is eliminated.
Refer to the Gontrols and Gauges chapter for f urther
adj ustment instructions.
SYMPTOM:
No grade control or improper control when grade
sensors are mounted on the right side.
CORRECTIVE MEASURES:
1. Sensors not connected to proper bulkhead
plugs. lf operating with the sensors mounted on
the right side of the machine, they should be
connected to the bulkhead plugs on the right
side of the engine shroud.

7. Moisture in the sensor plugs or connectors.

Inspect sensor and cable connectors and plugs
for moisture and use starting fluid or other
means to dry. Normally if moisture is present in
the plugs or connectors, it will cause the
system to call for a full correction either up or
down.
SYMPTOM:
Grade responds backwards-to sensor.
CORRECTIVE MEASURES:
1. Sensor mounted upside down. The sensor
should be mounted with the coil cord
protruding f rom the top.

Cables from the right side of the machine not

connected to the bulkhead plugs on the rear of
the amplifier box. Connect the cords to the
connectors on the rear of the amplifier box in
place of the cords from the left side (con-
nectors have proper number engraved on them).
3. Stringline switch in the wrong position. Place
the switch in the "right" position (current
production only).
4. Wires not swapped on servo valves (early
production only). The wires from the left front
2. Grade wand installed backwards. The grade grade servo must be moved to the right front
wand should be installed with the round tube grade servo and the wires from the right servo
towards the f ront (nameplate side). must be connected to the left. The wires on the
3. Wires reversed on the servo valve. The yellow left servo must also be reversed (yellow on B;
wire should be on the "A" terminal and the red red on A).
wire on the "8" terminal (not interchangeable
on current production).
SYMPTOM:
Unstable control, rapid up anddown movement. A BE'EfJ:'EI
Page 7-38
16 TROUBLESHOOTTNG THE SLOPE (RtGHT
GRADE) ELECTRTCAL SYSTEM

SLOPE (RIGHT GRADD ELECTRICAL SYSTEM

Amplilisr Pan6l Bulkh€ad Plu9 r7

Amplill6r Panol Bullh€sd Plug ,6

Nolo: R€3l3tors connooted to plns
I and J In plug 16 ar6 22 ohm, 3 wail,

12VDC au.ba.! Oround

(Slop6 D16l)

The slope control system is responsible for to raise the left side of the machine frame 1 in.
maintaining the correct elevation of the right side (2.5cm), (rotating the slope sensor approximately 6
(normally) of the machine frame. The system con- degrees), to get the right servo valve spool to move
sists of an amplifier, servo valve, slope dial and a full movement. However, with the sensitivity ad-
slope sensor. justment turned a half of a turn in the increase
The slope sensor mounted near the center of the direction, from the off position, it may be necessary
frame (near battery box area) will control the to only raise the left side the machine frame t/z in.
elevation of the right side of the machine frame. The (13mm) (rotating the slope sensor approximately 3
shaft in the slope sensor is held stationary by a degrees), to get the right servo valve spool to move
pendulum weight attached to it. As the left side of full movement. The deviation meter on the amplif ier
the machine frame moves up or down, the slope will indicate the amount and direction of the signal.
sensor canister rotates as the machine tilts. As the When the deviation meter needle is centered, it
slope sensor canister rotates, a corrective signal is indicates that no correction is necessary in the
sent to the panel mounted slope amplif ier. system. When the needle is off center, it indicates a
The amplifier, when set for automatic control, correction is required and it will remain off center
measures the amount and direction of the signal until the necessary correction is made. The more the
from the sensor and conveys a signal to the right needle goes off center, the faster the system will
grade servo valve. The amount of servo valve spool respond. lf the necessary correction is not made, the
movement is in proportion to the amount of sensor machine will continue to react until the cylinder is
movement. The sensitivity adjustment on the am- completely extended, or retracted. When the "jog"
plifier will change the amount of servo valve spool switch is used for manual control, the servo valve
movement in relation to the amount of sensor spool shifts the full amount and remains there until
movement. For example, with the sensitivity ad- the switch is released and allowed to return to
justment turned a quarter of a turn in the increase center. From the amplifier the corrective signal is
direction, from the off position, it may be necessary sent out through the "left-right stringline" switch to

Page 7-39
the servo valve. indicating the position of the machine frame. lf the
When the left side of the machine is raised, the signal from the slope sensor does not match the
slope sensor is rotated clockwise, generating an signal from the slope dial, the amplifier sends a
"up" signal to the slope amplifier. With the "left- corrective signal to the right servo valve, causing the
right stringline" switch in the "left" position, the right side of the machine to raise or lower, until the
slope amplifier sends an "up" signal to the right slope sensor signal matches the slope dial signal in
grade servo, causing the spool to shift to raise the the amplifier. The machine frame should now be
right side of the machine. When the left side of the level from side to side. lf the slope dial is turned to
machine is lowered, the slope sensqr is rotated "2o/o" of slope, a signal is sent to the amplifier in-
counterclockwise, generating a "down" signal dicating a change is required. The amplifier receives
through the amplifiei and stringline switch to the a signal from the slope sensor and if it does not
right servo valve, shifting the spool to lower the right match the signal from the slope dial, the amplifier
side of the machine. sends a signal to the servo valve to raise or lower the
When the stringline switch is in the "right" right side of the machine until the two signals
position, the slope sensor will rotate counter- match. The frame should now be at the desired
clockwise as the right side of the machine is raised. "2o/o" of slope.
As the slope sensor is rotated counterclockwise, a
"down" signal is generated to the slope amplifier. SYMPTOM:
Since it is necessary for the left side of the machine
No manual slope control.
to go up when the right side goes up, it is necessary
to reverse the "down" signal before it reaches the CORRECTIVE MEASURES:
servo valve. This signal reversal takes place in the
"left-right stringline" switch where the output signal Troubleshooting procedures for no manual
from the "slope" amplifier is reversed to the left control of the slope (right grade) system are the
grade servo valve. This signal reversal will also same as for the front and rear grade systems. Refer
cause the slope amplif ier "jog" switch and to section 15, sympton, no manual grade control, for
"deviation meter" to work in reverse. procedures to follow.
When the servo valve receives a corrective signal SYMPTOM:
f rom the amplif ier, whether an automatic signal f rom
the sensor, or a manual signal{rom the "jog" switch, No automatic slope control.
the spool in the servo valve will shift. The amount of
servo valve spool movement will depend on the CORRECTIVE MEASURES:
amount of corrective signal from the sensor and the Determine if the problem is between the sensor
sensitivity setting on the amplif ier when on and amplifier, or if it is between the amplifier and
automatic. The spool will shift the maximum amount servo valve. lf the machine will not raise or lower
when the "jog" switch is used. When the spool with the'ljog" switch on the amplifier, the problem
shifts, pressure oil is either routed to the piston (top) is between the amplif ier and servo valve. Refer to the
end of the right lift cylinder causing it to extend, preceeding symptom (no manual slope control) for
lifting the machine, or to the rod (bottom) end of the troubleshooting procedures. lf the machine will
cylinder, causing it to retract, lowering the machine. raise or lower with the "jog" switch on the amplifier,
The more corrective signal the servo valve receives the problem is between the amplifier and sensor.
from the amplifier, the more the spool will shift and Disconnect the slope setpoint unit from the system
the faster the machine will respond on automatic first (fig. 753). The slope system now consists of
control. The system will respond at the maximum basically the same components as a grade system,
rate when the "jog" switch is used and will continue making the troubleshooting procedures about the
to respond until the switch is released. same. Raise the left side of the machine higher than
When the necessary correction has been made, the right side and observe the meter on the slope
the sensor is returned to center and a signal is sent amplifier. lf the meter responds, the sensor and
to the amplifier indicating the correction has been wiring is good and the problem is likely to be a
made. The amplifier, in turn, signals the servo valve, defective amplifier. Swap the amplifier with one
which causes the spool to shift to the center known to be good. lf the problem is corrected,
position. This blocks the f low of oil to either end of replacelhe amplif ier. lf the meter does not respond,
the lift cylinder, causing the machine to maintain its check the following:
elevation. When on manual control, the servo valve
spool returns to center when the "jog" switch is 1. "Run-standby" switch in the "standby"
released. position. Place the switch in the "run" position,
The slope dial is connected to the slope (right The position of the "run-standby" switch will
grade),amplifier to provide a means of adjusting the have no affect on the deviation meter, but will
cross slope of the machine frame. With the dial set affect the automatic control.
al "0To" of slope, a signal is sent to the amplifier, 2. Sensitivity turned to minimum (off). The sen-
indicating that the machine frame must be level. The sitivity adjustment should be turned clockwise
amplifier receives a signal from the slope sensor to the maximum and back (counterclockwise)
Page 7-40
 COMMANDER III
one-third of a turn for initial adjustment. Refer moisture is present in the plugs or connectors,
to the Controls and Gauges chapter for further it will cause the system to call for a full
adj ustment procedures. correction, either up or down.
3. Defective amplifier. The deviation meter may
SYMPTOM:
show no movement if the amplifier is bad. Swap
the amplifier with one known to be good. lf the Slope side of machine drives all the way up or
problem is corrected, replace the amplifier. down, on automatic controland stays there.
CORRECTIVE MEASURES:
1. Slope sensor not centered. Readjust sensor to
center following the instructions in the
Maintenance chapter.
2. Moisture in the sensor plugs or cable con-
nections. lnspect and dry the plugs and con-
nectors with starting f luid or other means.
3. Wires on the servo valve reversed. The yellow
wire should be on the "A" terminal and the red
wire should be on the "8" terminal (early
production only).

4. Defective slope sensor or cord between the

sensor and amplif ier box. Disconnect the slope
sensor from the rear of the amplifier box
(connection #7). Connect a grade sensor
directly to the plug and observe the operation of
the slope (right grade) amplif ier deviation meter
needle. lf the needle responds to the grade
sensor, the slope sensor or connecting cord is
defective. Swap the cord with a cord known to
be good from one of the other sensors, or from
one of the feedback pots on the top of e.ach leg
(cord on the right front leg on current
production is not interchangeable). lf the
problem is corrected, the cord is defective and
must be repaired or replaced. lf the problem is
not corrected, the slope sensor is defective and
must be replaced. lf the deviation meter needle 4. Defective slope setpoint unit. Disconnect the
does not respond to the grade sensor wand slope setpoint unit from the slope amplifier. lf
movement, the wiring between the amplifier the machine frame returns to level, the slope
and the connector on the rear of the amplifier setpoint unit potentiometer has failed. A
box may be faulty. Repair or replace as volt/ohm meter may be used to check the slope
necessary. setpoint unit. The meter should register 2500
ohms when connected across pins "A" and
NOTE: Before replacing the slope sensor, "C," and will vary from 0 to 2500 ohms when
connect it to the amplifier box in the normal connected across pins "A" and "8," or across
manner. Rotate the sensor left and right and "B" and "C," as the slope setpoint unit crank is
observe the meter needle movement on the adjusted f rom one extreme to the other
amplifier. lf the needle moves, the sensor is (+ 9Vz% to -9Vz%\.
good and may only need to be recentered. Refer
to the Maintenance chapter for adjustment NOTE: lf the slope setpoint unit is defective,
procedures. disconnect it. Rotate the slope sensor to give
the desired amount of cross slope and continue
to operate.
5. Moisture present in the sensor plugs or con-
nections. Inspect sensor and cable con- SYMPTOM:
nections and plugs for moisture and use
starting f luid or other means to dry. Normally if lmproper slope control when the grade sensors
are mounted on the right side.

PageT-41
 COMMANDER III
CORRECTIVE MEASURES: plifier jog switch is moved towards the meter
1. Stringline switch (current production only) in and should lower when the switch is moved
the wrong position. Place the stringline switch away from the meter. Reverse the wires tf
in the "right" position (stringline switch in the necessary (early production on ly).
wrong position will also affect the grade SYMPTOM:
control).
Machine will not maintain a Dresent slope.
2. Wires not swapped on the servo valves (early
production only). The wires from the left front CORRECTIVE MEASURES:
grade servo must be moved to the right front The slope sensor mounting screws are loose.
grade servo and the wires from the right servo Clreck the mounting screws for tightness. lt may be
must be connected to the left. The wires on the necessary to readjust the slope sensor following the
Ielt servo valve must also be reversed (yellow instructions in the Maintenance chapter.
on B; red on A). To check, move the "jog"
switch on the "front grade" amplif ier towards SYMPTOM:
the meter. The right front leg should raise and Product slope does not agree with slope setpoint
should lower when the "jog" switch is moved setting.
away from the meter. Move the "jog" switch on
the slope" amplif ier towards the meter. The left CORRECTIVE MEASURES:
leg should lower and should raise when the The slope sensor may have been jarred to an off
"jog" switch is moved away from the meter. lf center position. Check and readjust the slope
movement is not correct, swap the servo valve system as necessary following the procedures in the
leads as necessary. Maintenance chapter.
J. Wires not reversed on the left front grade servo
valve. Reverse the wires so the yellow wire is on SYMPTOM:
terminal "8" and the red wire is on terminal Unstable control, rapid up and down movement.
"A". To check, move the "jog" switch on the
"slope" amplifier towards the meter. The left CORRECTIVE MEASURES:
leg should lower and should raise when the '1. The sensitivity setting on the amplifier is too
switch is moved away from the meter. Reverse high. Reduce by turning the sensitivity ad-
the wires if necessary (early production only). justment counterclockwise until instability is
SYMPTOM: eliminated. Refer to the Controls and Gauges
chapter for f urther adjustment instructions.
lmproper slope control whe'n the grade sensors
are mounted on the left side.
CORRECTIVE MEASURES:
1. Stringline switch (current production only) in
the wrong position. Place the stringline switch
in the "left" position (stringline switch in the
wrong position will also affect the grade
control).
Wires not swaped on the servo valves (early
production only). The wires from the left front
grade servo must be moved to the right front
grade servo and the wires from the right servo
must be moved to the left servo. The wires on
the right servo must be connected in the normal
manner (yellow on "A"; red on "8"). To check,
move the "jog" switch on the "front grade"
amplifier towards the meter. The left front leg
should raise and should lower when the "jog"
switch is moved away f rom the meter. Move the
"jog" switch on the slope amplifier. The right
f ront leg should raise when the switch is moved Bolts loose in bottom of right front extend
towards the meter and should lower when the guide tube (f ig. 343). Tighten bolts to eliminate
"jog" switch is moved away from the meter. alllooseness.
Change wires as necessary.
Wires reversed on the right front grade servo. Slope rolloff failed.
The yellow wire should be on terminal "A" and
the red wire should be on terminal "B". The
right leg should raise when the "slope" am'
PageT-42
;llh
 COMMANDER III
17 TROUBLESHOOTING THE REAR STEER
HYDRAULIC SYSTEM
--l
BEAB SIEEB HYDBAUW sfglEM (EABLY P-BQpUarlSN)

srure Reducing Volve

Pressure Reduced to 1400 pri

Servo Monilold with

Reor Steer Servo

The rear steer circuit draws its oil supply from the the bottom port of the manifold to the rod end of the
lift pump through the servo manifold. A pressure steer cylinder. As the cylinder retracts, the front of
reducing valve between the servo manifold and the the track is turned to the right. The oil from the
servo valve reduces the incoming pressure to a piston end of the cylinder flows back through the
maximum of 1400 psi (97 bar)(early production only). opposite port in the manifold and back through the
A line tapped into the reducing block is connected to servo valve to the reservoir.
the circuit selector valve/pressure gauge assembly, When the "forward-reverse steer" switch is in the
through which the system pressure is checked. "reverse" position, the signal from the amplifier to
From the reducing block the oil is routed to the servo the servo valve is reversed. This causes the servo
valve where it is blocked by the servo valve spool in valve spool to shift the opposite direction then when
the centered position. in "forward." When a left turn signal is received, the
The following description of the rear steering servo valve spool shifts, pressurizing the rod end of
system is with the "forward-reverse steer" switch in the steer cylinder causing it to retract to turn the rear
the "forward" position. When the servo valve edge of the track to the left. When a right turn signal
receives a left turn signal from the amplifier, the is received, the piston end of the steer cylinder is
spool in the servo valve will shift. Oil is routed pressurized, causing it to extend turning the rear of
through the servo valve and out a port of the the track right. The rear steer servo valve is the 4
manifold to the piston end of the steer cylinder. As gpm (15.21 lpm) model on early production machines
the cylinder extends, the front of the track is turned and the 5 gpm (19 lpm) model on current production.
to the left. The oil from the rod end of the cylinder SYMPTOM:
f lows back through the opposite port in the manifold
and back through the servo valve to the reservoir. Steering cylinder inoperative or slow to operate.
When the servo valve receives a right turn signal
from the amplifier, the spool in the servo valve will
shift. Oil is routed through the servo valve and out

Page 7-43
f::.
 COMMAN
CORRECTIVE MEASURES: 3. Inlet screen in the servo valve is clogged (early
lsolate the problem; hydraulic versus electrical. lf production only). Remove the servo valve.
the system will not respond with the amplifier "jog" Remove the o-rings from the ports on the back
switch, check the system operation by pushing the of thevalve (fig. 740) and remove the inlet
override lever on the servo valve cover (fig. 210 or screen. Clean or replace the screen as
211). lt the system will respond when pushing the necessary and reinstall the servo valve.
override buttons or moving the override lever, the 4. Servo lock switch "on" (current production
problem is in the electrical system. Refer to section only). Place the switch in the "off" position (all
18 for troubleshooting the rear steer electrical grade and steering circuits will be affected).
control system. lf the system will not respond when 5. lnternal piston packing leaking in the steering
pushing the override buttons or moving the override cylinder. Turn the track to the maximum left
lever, the problem is in the hydraulic system. The position (front edge). Remove the line from the
hydraulic problems are as follows: rod end of the cylinder and apply pressure to
the piston end. lf oil leaks f rom the open f itting
1. Low lift pressure. Refer to section 14, on the rod end of the cylinder, the internal
troubleshooting the grade hydraulic system; packing in the cylinder is defective and must be
symptom, all grade circuits inoperative, or slow replaced.
to respond, for low lift pressure 6. Track in a bind. lf the track is in loose material,
troubleshooti ng proced u res. it may stop it from turning. Move the machine
forward to get the track out of the bind.
SYMPTOM:
Steer cylinder drifts left or right with the engine
running, the amplifier "run-standby" switch in the
"standby" position and the servo lock switch
(current production) "off".

CORRECTIVE MEASURES:
This is a good indication that the servo valve
needs to be centered. Adjust the servo valve cen-
tering screw as described in the Maintenance
chapter.

2. Pressure reducing valve set too low (early

production only). Rotate the circuit selector
(fig. 205) to the "rear steer" position and ob-
serve pressure reading. Pressure should be
1400 psi (97 bar). lf not, adjust the pressure
following the instructions given in the Main- Take Time
tenance chapter. lf the pressure cannot be
adjusted, suspect the valve cartridge.
.Remove
the cartridge and clean it in clean solvent. In-
To Be
spect the cartridge, replace the o-rings and
reinstall the cartridge. lf pressure still cannot
Safe!
be adjusted, the cartridge must be replaced.

NOTE: To continue to operate if the reducing

cartridgeis defective, remove the four cap
screws securing the servo valve and reducing
block to the manifold. Remove the servo and
reducing block. Reinstall the servo valve using
1/+" x 21/2" cap screws. This is only a temporary
solution and the reducing valve should be
reinstalled as soon as possible.

PageT-44
{}
...-.
18 TROUBLESHOOTING THE REAR STEER
ELECTRICAL CONTROL SYSTEM

REAR STEER CONTROL ELECTRICAL SYSTEM

Roar Polontlom6tor 80lkh€ad Plug

R€ar Pot€nliomeler Transduc€r

(Fesdbacr Pot)

Not€: F€slato.! connoolod lo Dlnr

E aod F h plug t4 are lK lnd r€lhror
connoct€d lo Pio O i! 15K.

Amplllier Prn.l Aulthoad Plus .6

Steor Swltch

R€ar Slser Sorvo Valv€

Rsar T.ack Positlon Indicslo.

i t2v DC auldrrr Grdnd

Hg, 1 5l

The rear steer electrical control system is off position, it may be necessary to move the sensor
responsible for maintaining the correct distance wand'r/z in. (13mm), at midpoint on the wand, in the
between the guideline and the rear of the machine left direction to get the servo valve spool to move the
frame. The system consists of a sensor, amplifier, full movement. However, with the sensitivity ad-
servo valve, feedback pot and a relay for switching justment turned a half of a turn in the increase
between forward and reverse steering. The rear steer direction, from the off position, it may be necessary
system is a proportional system. For every to only move the sensor wand 'r/q in. (6mm), at
movement of the sensor wand, the track turns a midpoint on the wand, in the left direction to get the
corresponding amount. servo valve spool to move full movement. The
The sensor has a wand attached to its shaft. which deviation meter on the amplifier will indicate the
is held firmly against the guideline by spring ten- amount and direction of the signal. When the
sion. As the machine frame moves left or right, in deviation meter needle is centered, it indicates that
relation to the guideline, the wand causes the sensor no correction is necessary in the system. When the
shaft to rotate. As the shaft rotates, a corrective needle is off center, it indicates that a correction is
signal is sent to the panel mounted rear steer am- required and it will remain off center until the
plif ier. necessary correction is made. The more the needle
The amplifier, when on automatic, measures the goes off center, the faster the system will respond.
amount and direction of the signal from the sensor When a correction is called for, the system will
and conveys a corrective signal to the rear steer continue to respond until the correction is made. or
servo valve. The amount of servo valve movement is the cylinder reaches the end of its stroke. When the
in proportion to the amount of corrective signal. The "jog" switch is used for manual control, the servo
sensitivity adjustment on the amplifier will change valve spool shifts the full amount and remains there
the amount of servo valve spool movement in until the switch is released and allowed to return to
relation to the amount of sensor movement. For center. From the amplifier the corrective signal is
example, with the sensitivity adjustment turned a s.ent out through the forward-reverse steer relay to
quarter of a turn in the increase direction. from the the rear steer servo valve.

PageT-45
problem is in the hydraulic system. Refer to trouble- CORRECTIVE MEASURES:
shooting the rear steer hydraulic system (section 17) Determine if the problem is between the sensor
for procedures to follow. lf the problem is electrical, and amplifier, or if it is between the amplifier and
proceed as follows: servo valve. lf the rear track will not steer with the
1. Tripped 6 amp circuit breaker. lf the 6 amp "jog" switch, the problem is between the amplifier
circuit breaker has tripped, all automatic and the servo valve. Refer to the preceeding symp-
control systems will be inoperative. lf the tom (no manual steer control) for troubleshooting
circuit breaker has tripped, refer to section 24, procedures. lf the rear track will steer with the "jog"
troubleshooting miscellaneous electrical switch on the amplifier, the problem is between the
systems. amplif ier and the sensor.
2. Servo lock switch "on" (current production Disconnect the rear feedback pot at the bulkhead
only). Place the switch in the "off" position. connector and check the operation of the system. lf
3. Terminal screws loose on the back of the the track will turn left and right with the sensor,
amplif ier. Check and securely tighten all of the suspect the feedback system and refer to the next
terminal screws. One loose screw can affect symptom. lf the track will not follow the sensor,
the operation of the system. proceed as follows:
4. Output portion of the amplif ier defective. Swap
the rear steer amplifier with one known to be 1. Defective amplifier. Move the wand on the
good. lf the problem is corrected, the amplifier steering sensor and observe the meter on the
is defective and must be replaced amplifier. lf the meter responds, the sensor and
5. The servo valve coil may be open internally. wiring to the amplifier is good and the problem
Check by disconnecting the leads from the rear is likely to be a defective amplifier. Swap the
steer servo valve and connecting them to the amplifier with one known to be good. lf the
front steer servo valve. Move the "jog" switch problem is corrected, replace the amplif ier. lt is
on the rear steer amplif ier both directions f rom possible that the deviation meter may show no
center. lf the front steering responds, the rear movement if the amplifier is bad. lf after more
steer servo valve is defective and nnust be checking, the deviation meter still will not
replaced. The servo valve coil may also be respond, swap amplifiers to check. lf system
checked with an ohm meter. Check at the valve works, replace the amplif ier.
terminals (with leads removed) for 33 to 40 2. "Run-standby" switch in the "standby',
ohms of resistance on early production and 23 position. Place the switch in the "run" position.
ohms of resistance on current production. 3. Sensitivity turned to minimum (off). The sen-
sitivity adjustment should be turned clockwise
to the maximum and back (counterclockwise)
one-third of a turn for initial adjustment. Refer
to the Controls and Gauges chapter for f urther
adj ustment procedu res.
4. Defective sensor or coil cord. Check the sensor
by swapping it with a sensor known to be good.
lf the system works with a different sensor, the
sensor or coil cord is defective. To check the
coil cord, remove the cover f rom the sensor and
disconnect the cord (tig. 747\. Remove a cord
6. Defective forward-reverse steer relay. Place the know to be good from one of the other sensors,
or from one of the feedback pots on the top of
"forward-reverse steer" switch in the opposite
position of what it is in. Move the "jog" switch each leg (cord on right front leg on current
on the rear steer amplifier. lf the system now production is not interchangeable) and swap it
responds, the relay is defective and must be with the cord from the defective sensor. lf the
replaced. Before replacing the relay, swap it sensor now works, the cord is defective and
with the front relay. lf the problem transfers to must be replaced or repaired. lf the sensor ooes
the front system, the relay is defective. lf the not work, the sensor is defective and must be
problem remains in the rear system, check the replaced.
wiring. 5. Defective cable between the sensor bulkhead
7. Defective wiring between the relay and servo connection and the amplifier box. Disconnect
valve, or between the amplif ier and relay. Check the rear steer sensor input cable (#3) from the
the continuity of wiring and repair or replace as rear of the amplifier box. Connect the sensor
necessary. lf the system works in one direction, directly to the plug on the rear of the box. lf the
but not the other, the wiring is good. system now works properly, the cable between
SYMPTOM:
the bulkhead and the rear of the amplif ier box is
defective and must be repaired or replaced. lf
No automatic steering control. Track will not the sensor will not operate the steering system,
follow sensor.
PageT-47
 suspect the wiring between the amplifier and in the plugs or connectors, it will cause the
the connector on the rear of the amplif ier box. system to call for a full correction, either left or
right.
SYMPTOM:
Track wanders from side to side or turns in one
direction and stays there in automatic control.
CORRECTIVE MEASURES:
lf the track wanders from side to side, this is a
good indication that the feedback system has failed.
lf the track turns in one direction and stays there,
disconnect the rear feedback pot at the bulkhead
connector. Move the sensor wand and observe the
track movement. lf the track will turn from side to
side with the sensor, the feedback system is at fault.
Sensor connected to wrong bulkhead. Be lf the track will not turn with the sensor, refer to the
certain that the steering sensor is connected to preceeding symptom (no automatic steering control)
the plug marked steer. lf the sensor is con- for procedures to follow. lf the feedback system is at
nected to the proper plug, but causes the grade fault, proceed as follows:
to work, the grade and steer cables on the rear 1. Defective forward-reverse relay. Place the
of the amplifier box may be improperly con- "forward-reverse steer" switch in the opposite
nected. Reconnect cables as necessary. position of what it is in. lf the problem is
7. Wires reversed on the servo valve. lf moving the corrected, the relay is defective and must be
sensor for a left turn causes the front of the replaced. Swap the relay with the front relay to
track to turn right, with the "forward-reverse double check. lf the problem transfers to the
steer" switch in "forward," the wires on the f ront, replace the relay.
servo valve may be reversed. The yellow wire 2. Defective wiring between the relay and the
should be connected to terminal "A" and the feedback pot connector on the back of the
red wire to terminal "8" (early production only). amplifier box, or between the relay and the
8. "Forward-reverse steer" switch in the wrong amplifier. Check the continuity of the wiring
position. Place the switch in the position that and repair or replace as necessary. lf the
corresponds to the direction of travel. system works in one direction and not the
other, the wiring is good.
3. "Forward-reverse steer" switch in the wrong
position. The position of the switch should
correspond to the direction of machine travel.
4. Wires reversed on the servo valve. The yellow
wire should be connected to terminal "A" and
the red wire to terminal "8" (early production
onlY).
5. Defective relay switching system. lf moving the
sensor for a left turn causes the front edge of
the track to turn left, after placing the "forward-
reverse steer" switch in the "reverse" position,
it is a good indication that the relay has not
shifted. Check tor 12 volts between terminals
13 and 14 in the relay base with the switch in
the "reverse" position. lf 12 volts is present, the
relay coil is defective. Replace the relay. lf 12
volts is not present, suspect the switch or
wiring. Check the switch by connecting the two
wires on the rear of the switch together. lf the
steering system now works properly, the switch
9. Sensor backwards or upside down. The is defective and must be replaced. lf the
nameplate on the sensor should be facing left problem is not corrected, check the wiring.
and the coil cord should be protruding from the
top. Reposition the sensor as necessary. NOTE: lf the switch is defective, it will affect
10. Moisture in the sensor plug or connector. In- the f ront steer system as well as the rear.
spect sensor and cable connectors and plugs
for moisture and use starting fluid or other
means to dry. Normally, if moisture is present
Page 7-48
 COMMANDER III
6. Defective cable between the rear of the am- Disconnect the left front feedback pot from the
plifier box (plug #4) and the feedback pot rear of the amplif ier box (plug #9) and connect
bulkhead connector. Disconnect the feedback the rear feedback pot in its place. Install the
pot coil cord f rom the bulkhead plug. bolts in the front steer sensor as described in
Disconnect the cable (#4) from the rear of the the Maintenance chapter. Turn the rear feed-
amplifier box and connect the feedback pot coil back pot shaft and observe the front steer
cord in its place. lf the system now operates amplif ier deviation meter. lf the meter does not
properly, the cable is defective and must be respond, the feedback pot is defective and
replaced or repaired. To continue temporary must be replaced.
operation, leave the feedback pot connected
directly to the amplifier box.

The feedback pot can be checked using an a|iti.z

meter. Connect the test leads betvyeen pins ,,A" and
"C" and check for 20,000 ohms QOfl of resistance.
Connect the test leads between pins "A" and ,,B," or
between "B" and "C" and slowly turn the feedback
pot shaft. The meter reading should vary smoothly
between 0 and 20,000 ohms (20K) of resistance as
the shaft is rotated. Check between each of the pins
and the housing of the feedback pot for continuity.
7. Defective coil cord between the feedback pot There should be no continuity between any of the
and the bulkhead connector. Swap the coil cord pins and the housing. lf any of the readings are
with one known to be good from a sensor, or faulty, replace the feedback pot.
one of the other two feedback pots (cord on
right front leg on current production is not NOTE: lt is normally easier to check the feedback
interchangeable). lf the problem is corrected, pot with a good coil cord attached to it. Pin "A" is
the cord is defective and must be repaired or the pin closest to the locating tab.
replaced.
8. Feedback pot out of time or setscrew in drive
10. Moisture in feedback pot plugs or connectors.
Inspect feedback pot and cable connectors and
sprocket loose allowing sprocket to turn on plugs for moisture and use starting fluid or
shaft. Follow the procedures given in the other means to dry.
Maintenance chapter for aligning the steering
systgm. Tighten the setscrew in the sprocket SYMPTOM:
securely.
Track jerks in small amounts left and right, or is
9. Defective feedback pot. To check the feedback
pot, follow the alignment procedures in the unstable. Steering control is proper.
Maintenance chapter. Turn the feedback pot CORRECTIVE MEASURES:
shaft SLOWLY and observe the deviation meter
on the rear steer amplifier. The needle should
1. The sensitivity setting on the amplifier is too
high. Reduce by turning the sensitivity ad-
move from one side, across center and to the justment counterclockwise until the instability
other side slowly. lf the needle jumps from one is eliminated. Refer to the Controls and Gauges
side to center and then to the opposite side, the chapter for f urther adiustment instructions.
shaft is 180 degrees off. lf the needle responds
properly, the system may only need realigning.
2. Cylinder pins or bushings worn an excessive
amount. Replace the pins and bushings as
Be certain that the meter needle moves fully necessary. lf the cylinder yokes are worn an
from one side across to the other and not to excesslve amount, they may need replacing.
center and back to the same side. lf the needle 3. Top turning ring loose around thO square tube.
does not respond properly, the feedback pot Adjust the locking plates on the top ring so they
may be defective. Disconnect the rear feedback
pot from the rear of the amplifier box (plug #4). are snug against the square tube as instructed
in the Maintenance chapter.

Page 7-49
 COMMANDER III
SYMPTOM:
Rear track position indicator does not work (early
production only).
CORRECTIVE MEASURES:
1. Defective cable between the rear of the am-
plifier box (plug #4) and the feedback pot
bulkhead connector. Disconnect the feedback
pot coil cord rom the bulkhead
f plug.
Disconnect the cable (#4) from the rear of the
amplif ier box and connect the feedback pot coil
cord in its place. lf the position indicator now
works, the cable is defective and must be
replaced or repaired.
2. Defective coil cord between the feedback pot
and the bulkhead connector. Swap the coilcord
with one known to be good from a sensor, or
one of the other two feedback pots (cord on
right front leg on current production is not
interchangeable). lf the indicator now works,
the coil cord is defective and must be repaired
or replaced.
3. Feedback pot defective. Disconnect the rear
feedback pot from the rear of the amplif ier box
(plug #4). Disconnect the left front feedback pot
from the rear of the amplifier box (plug #9) and
connect it to the rear plug (#4). Mark the
position of the left front feedback pot drive
sprocket in relation to the drive chain. Slowly
rotate the left feedback pot shaft and observe
the rear track position indicator. lf the needle
responds, the rear feedback pot is defective
and must be replaced. The feedback pot can be
checked using an ohm rneter. Connect the test
Operating with the stringline too close to the leads between pins "E" and "F" and check for
sensor shaft. Reposition the sensor so the line 1000 ohms (1K) of resistance. Connect the test
is 10 to 12 in. (25 to 30cm) from the shaft (see leads between pins "D' and "E," or between
f ig.781). pins "D" and "F" and slowly turn the feedback
pot shaft. The meter reading should vary
smoothly between 0 and 1000 ohms (1K) of
resistance as the shaft is rotated. Check bet-
ween each of the pins and housing of the
feedback pot for continuity. There should be no
continuity between any of the pins and the
housing. lf any of the readings are faulty,
replace the feedback pot.
NOTE: lt is normally easier to check the
feedback pot with a good coil cord attached to
it. Pin "A" is the pin closest to the locating tab.
4. Defective wiring, resistors or meter. To check
the wiring, disconnect the white wire from
5. Feedback pot drive sprocket not fully engaged bulkhead #4 to the ground bussbar, inside the
in the drive chain. Check the retainer spring to amplifier box. Disconnect the coil cord at the
make sure it is not broken or collapsed. rear feedback pot. Check the resistance bet-
Replace if necessary. Be certain the sprocket is ween the meter and pin "D" in the cord plug.
not rubbing against the wear ring. Machine the The resistance should be 15,000 ohms (15K).
hub if it is rubbing. Make sure the sprocket is Check the resistance between the meter and
properly aligned with the chain. pin " E" and between the meter and pin " F." The
resistance should be 1,0Q0 ohms (1K). lf any of
the readings are faulty repair or replace the
Page 7-50
 wiring. lf the readings are all good, suspect the
meterand replace it.

SYMPTOM:
Track turns a small amount when the position of
the "forward-reverse steer" switch is changed with
the machine travel stopped.
CORRECTIVE MEASURES:
1. Steering control alignment has not been
properly adjusted when switching between
forward and reverse. Refer to the Maintenance
chapter for procedures to follow.
2. Machine frame not parallel to guidetine (fig.
782). Adjust the machine frame parallel to the
guideline as described in one of the set-up
chapters (chapter 3, 4 or 5).

A SAFETY IS

NO ACCIDENT!!

Page 7-51
 COMMANDER III
19 TROUBLESHOOTING THE FRONT STEER
HYDRAU LIC SYSTEM (Early Production)

FRONT STEER HYDRAULIC SYSTEM (EARLY PRODUCTION)

/- Lifr Circuit
l4 tI Pressure Gouge

S€rvo Monifold & Front

Right Front Sls€t Steer Servo Volvo
Cy linder

Flow Control

To Reservoir

High Peessure
Rslurn Oil
-.......Dump or Droin
*- Reguloted Pressure
Io Pressure Tonl

D-B-999-O ls

The front steer servo valve draws its oil from the through the servo valve to the reservoir.
lift pump through the servo manifold. The servo valve When the servo valve receives a right turn signal
is used for steering control to turn both front tracks from the amplifier, the spool in the valve will shift.
together, either left or right. The alignment solenoid Oil is routed through the servo valve and out the top
valve also draws its oil from the lift pump through a port in the manifold to the piston end of the right
flow control valve adjusted to pass a maximum of 2 steer cylinder, causing it to extend. As the right
gpm (7.6 lpm). The alignment solenoid is used to cylinder extends, the front of the right track is turned
keep the left and right tracks properly aligned to the right. The oil from the rod end of the right
throughout turns. A pressure gauge, which monitors cylinder is forced out of the cylinder and across to
lift system pressure, is connected to. the pressure the rod end of the left steer cylinder causing it to
inlet of the alignment solenoid retract. As the left cylinder retracts, the front of the
The fotlowing description of the front steering left track is turned to the right. Oil from the piston
system is with the "forward-reverse steer" switch in end of the left cylinder flows back through the
the "forward" position. When the servo valve bottom port in the manifold and back through the
receives a left turn signal from the amplifier, the servo valve to the reservoir.
spool in the valve will shift. Oil is routed through the Both front steer cylinders are a 3 in. (7.6cm) bore
servo valve and out the bottom port,of the manifold by a12 in. (30cm) stroke, thus if one cylinder were to
to the piston end of the left steer cylinder, causing it extend 1 in. (2.5cm), the opposite cylinder would
to extend. As the left cylinder extends, the front of retract 1 in. (2.5cm), since the rod ends of the two
the left track is turned to the left. The oil f rom the rod steer cylinders are connected together. Due to the
end of the left cylinder is forced out of the cylinder offset of the two front tracks, the right track should
and across to the rod end of the right steer cylinder only turn approximately half the distance of the left
causing is to retract. As the right cylinder retracts, track.
the front of the right track is turned to the left. Oil In a left turn, the right cylinder should retract half
fr:om the piston end of the right cylinder flows back the distance that the left cylinder extends. The
through the top port in the manifold and back alignment solenoid valve receives an electrical
PageT-52
signal causing it to intermittently bleed off oil from steer control electrical system. lf the system will not
th6 rod endJof the steer cylinders, back to the respond when pushing the override -buttons, the
pressure tank. Thus, when the left .cylinder is ex- pro'blem is in the hydraulic system. The possible
iended 4 in. (1Ocm) from straight ahead (both hydraulic problems are as follows:
cylinders extended 6 in.; 15cm) the right cylinder 1. Low lift pressure. Refer to section 14,
sirould retract 2 in. (5cm) from straight ahead' When troubleshooting the grade hydraulic systems
the tracks are turned in a maximum left turn (front f or low lif a pressure troubleshooting
edges), the left cylinder will be completely extended procedures. Check under the symptom;. all
wii-n aii 12 in. (30.5cm) of the ram exposed. The right grade circuits inoperative or slow to respond'
cylinder will be retr:acted 9 in..(23cm), with 3 in' 2. inlet screen in the servo valve istheclogged'
(i.6cm) ram remaining exposed.. Remove the servo valve. Remove o-rings
' In a ofright turn, the left cylinder should retract from the ports on the back of the valve (fig' 740)
twice thJdistance that the right cylinder extends' and remove the inlet screen. Clean or replace
The alignment solenoid valve receives an electrical the screen as necessary and reinstall the servo
signal dausing it to intermittently add.oil to the rod valve.
eids of the iteer cylinders. Thus when the right 3. lnternal piston packing leaking in one or both of
cylinder has extended 2 in. (Scm) from-straight ahead the steer cylinders. Turn the tracks to the
(6otn cylinders extended 6 in.; 15cm), the .left maximum left position (front edge) with the
bylindei should retract 4 in. (1Ocm). from straight "jog" switch. Stop the engine and remove the
airead. When the tracks are turned in a maximum tihe from the rod end of the left steering
right turn (front edges), the right cy-linder will extend cylinder and cap it. Start the engine and apply
uitit appr6ximately 9 in. (23cm) of ram is exposed' piessure to the piston (butt) end of the left
The left'cylinder will be retracted completely with no cylinder. lf oil leaks from the open fitting on the
ram exposed. lf the sensor is held in a hard right r6d end of the left cylinder, the internal packing
turn, oi the "jog" switch is held in the right turn in the cylinder is defective and must be
posiiion, it is iompletely normal for the right track to replaced. lf no oil flows from the fitting,
bontinue to turn until the cylinder is completely reconnect the line and turn the tracks to the
extended with all 12 in. (30'5cm) of ram exposed' maximum right position (front edge) with the
When the "jog" switch is released, or the sensor is "jog" switch. Hold the "jog" switch in the right
moved a veiy small amount towards a left turn turn position until the right track cylinder is
(amplifier needle returned to center), the- right completely extended. Stop the engine and
bytihOer should retract approximately 3 in' (7'6cm) remove the line from the rod end of the right
until there is 9 in. (23cm) of ram exposed. steer cylinder and cap it. Start the engine and
With the "forward-reverse steer" switch in the apply pressure to the piston (butt) end of the
"reverse" position, the signal from the amplifier to right cylinder. lf oil f lows from the open fitting
the servo valve is reversed' This causes the,servo on tne rod end of the cylinder, the internal
valve spool to shift the opposite direction than when packing in the cylinder is defective and must be
in "forward." When a left turn signal is received, the replaced.
servo valve spool shifts, pressurizing the piston end
of the right steer cylinder, causing it to extend, NOTE: Be certain that the cylinder being
turning the rear edge of the right track to the left. Oil checked is completely extended before
from tFe rod end oi tne right steer cylinder is forced removing the line from the rod end'
across to the rod end of the left steer cylinder
causing it to retract, turning the rear edge of the left
track to the left. When a right turn signal is received,
the oil f low is reversed, causing the rear edge of both
tracks to turn right. The alignment system is not
changed when in "reverse." The front steer servo
valve is of the 2 gpm (7.6 lpm) model.
SYMPTOM:
Both steering cylinders inoperative or slow to
operate. Al ignrnent worki ng properly.
CORRECTIVE MEASURES:
lsolate the problem; hydraulic versus electrical' lf
the system wi'll not respond with the amplif ier "jog"
switch, check the system operation by pushing-the
override buttons on the servo valve cover (f ig. 210)' lf
the system will respond when pushing the override
buttons, the problem is in the electrical system'
Refer to section 21 tor troubleshooting the front
Page 7-53
4. Track(s) in a bind. lf the track(s) is (are) in loose CAUTION: DO NOT TOUCH THE RED WIRE
material, or against an obstruction, it may stop OR THE YELLOW WIRE TO THE BLUE WIRE,
it (them) from turning. Move the machine for' OR DAMAGE TO THE ALIGNMENT AMPLIFIER
ward to get the track(s)out of the bind. WILL RESULT.
SYMPTOM: Place the front steer amplifier, "run'standby"
switch in the "standby" position and the "forward'
reverse steer" switch in the "forward" position.
Move the "jog" switch to the left (facing amplifier
panel) and hold it in this position. Depress the
manual override button on one end of the solenoid
valve and hold it.
lf the cylinders are completely retracted, the left
cylinder should begin to extend. lf not, depress the
button on the opposite end of the solenoid valve.
Allow the cylinder to extend to the maximum stroke.
The right steer cylinder should be completely
retracted.
lf the cylinders are completely extended, the right
cylinder should begin to retract. lf not, depress the
button on the opposite end of the solenoid valve.
Allow the cylinder to retract the maximum amount.
The left cylinder should be completely extended.
Release the "jog" switch and the solenoid
override button. Both tracks should now be turned
full left. Move the "jog" switch to the right and hold
it. Both tracks should turn full right. lf both tracks
now turn together, in both the left and right direc'
tions, the problem is in the electrical portion of the
alignment systern. Refer to section 22,
troubleshooting the f ront steer alignment electrical
system (early production).
NOTE: lf the tracks will turn together with the red
Both steering cylinders inoperative. Steering and the yellow leads disconnected from the align-
cylinders on both tracks either completely extended ment solenoid, leave them disconnected. Place the
or completely retracted. front steer amplifier "run'standby" switch in the
CORRECTIVE MEASURES: "run" position. lf the tracks will follow the sensor
properiy, pouring opbrations may continue. During
lne period of operation, the right track may drift a
smail amount. lf the right track does drift slightly'
push one solenoid valve button or the other to toe
ihe right track in or out to align it to the left track.
lf the tracks will not turn together, the possible
problems are as follows:
1. Solenoid valve defective. Set both tracks io
straight ahead as previously described. Place
the amplif ier "run-standby" switch in the
"standby" position and release the "jogl'
switch. Both tracks should remain aligned.
Check the hydraulic operation of the valve by
pushing the manual override buttons (red wire
bnO yeitow wire removed from the solenoid
coils). Pushing one of the buttons should cause
the tracks to toe out and pushing the opposite
This type of problem is normally caused by a button should cause the tracks to toe in. lf the
faculty alignment system. To determine if the tracks do not respond, the solenoid valve is
problem is electrical or hydraulic, disconnect the red defective and must be replaced. Release the
wire and the yellow wire from the coils on the manual override buttons and observe the
al ignment solenoid valve. tracks. lf they continue to toe in or toe out, the
solenoid valve is defective and must be
replaced.

Page 7-54
2. Adjustable in-line flow control valve closed or
blocking oil flow to the alignment solenoid. lf
the tracks will toe out, but will not toe in when
pushing the manual override buttons on the
solenoid valve as previously described, check
the in-line flow regulator. The regulator should
be adjusted so the arrow on the hex portion of
the valve is pointing at number two on the outer
portion of the valve. Adjust the valve, as
necessary by rotating the outer portion..lf the
alignment system will not respond properly
after adjusting the valve, suspect that it is
defective. Remove the line to the solenoid valve
from the end of the flow regulator. Remove the
fitting from the valve and remove the valve from
the servo manifold. Install the removed fitting
into the manifold and connect the hose from
the alignemnt solenoid (it may be necessary to
get a longer hose). lf the system now works
properly, the valve is defective and must be
replaced.
NOTE: lf the regulator valve is closed or defective,
the lift pressure gauge will show no pressure, or the
pressure will build very slowly when the engine is
first started. The pressure will drop to "0" if the
solenoid manual override button is depressed'to toe
the tracks in.
SYMPTOM:
Both cylinders drift left or right with the engine
running and the amplifier "run-standby" switch in
the "standby" position. Alignment is working
properly.

CORRECTIVE MEASURES:
This is a good indication that the servo valve
needs to be centered. Adjust the servo valve cen-
tering screw with a hex wrench as described in the
Maintenance chapter.

Page 7-55
 ' F-' ri t
--fnaa--
i-
COMMANDER lll
20 TROUBLESHOOTING THE FRONT AND REAR
STEER HYDRAULIC SYSTEMS (Current Production)

F_BQM AND BEAB S_IEEB HYDBAULI.O C]BAUILS (QUBBEN,T PXQQUCIBN)

-
Hlgh R...d.
Lolt Front St.r Cyllndd Rlght Fronl Sl.d Cylndr R.tun Oll
Charga faaaua
Dlsch$g. Ol

Oulck Couplds
S-vo M.nltoH '-jf.{,L
Ralua Gaugo
Wlth St.r Srvo V.lY.r IE4E
To Hydraullc Sldeplatos
e--rr u-a..!
1

To Fesorvok
Sdvo Lock Solonold

n.r Slr Oyh|r F om Ftaaa[a l nk

Llft Pump 17.0 gpm at 2100 fpd

D-H-990-O€8

The steering servos draw their oil from the lift ders is routed back through the corresponding servo
manifold, through the servo lock solenoid and the valve to the reservoir.
servo manifold. Each track has its own cylinder and With the "forward-reverse steer" switch in the
servo valve for turning left or right. The description "reverse" position, the signal from the amplifier to
of one steering hydraulic system is basically the the left front or the rear steer servo valve is reversed
same for all three. (right front steering is unaffected by the position of
The following description of the steering systems the "forward-reverse steer" switch). This causes the
is with the "forward-reverse steer" switch in the servo valve spool to shift the opposite direction than
"forward" position. When the servo valve receives a when in "forward." When a left turn signal is
left turn signal from the amplifier, the spool in the received, the servo valve spool shifts, pressurizing
servo valve will shift. Oil is routed through the servo the rod end of the left f ront, or the rear steer cylinder,
valve and out a port in the manifold to the plston causing it to retract, turning the rear of the
(butt) end of the left front or the piston (butt) end of corresponding track to the left. Oil from the piston
the rear steer cylinder causing them to extend (butt) end of the cylinder is routed back through the
turning the front of the corresponding track to the corresponding servo valve to the reservoir.
left. Oil from the opposite end of the cylinders is The right front track follows the left front through
routed back through the opposite port in the the use of the front steer alignment electrical
manifold and back through the corresponding servo system. When the left track turns left, or right, an
valve to the reservoir. electrical signal is sent from the feedback pot on the
When the servo valve receives a right turn signal left front leg to the coordinated steer amplifier on
from the amplifier, the spool in the servo valve will the right front leg indicating a turn is necessary (see
shift. Oil is routedJirough the servo valve and out a section 23 tor gomplete details on the front steer
port in the manifold to the rod end of the left front or alignment circuit; current production). The coor-
the rod end of the rear steer cylinder causing them to dinated steer amplif ier on the right f ront leg controls
retract turning the front of the corresponding track the right front steer servo valve. When the left front
to the right. Oil from the opposite end of the cylin- track is turned left, ("forward-reverse steer" switch
Page 7-56
 in "forward") a left turn signal is sent to the coor- cylinder, the internal packing in the cylinder is
dinated steer amplifier causing it to send a signal to defective. Replace or repair the cylinder.
the right front steer servo. When the servo valve
receives a left turn signal, the spool will shift, NOTE: Be certain that the cylinder being check is
directing oil to the rod end of the iignt tront steei completely extended before removing the line from
cylinder causing it to retract turning the front of the the rod end.
track to the left. Oil from the piston(butt) end of the
cylinder is routed back through the servo valve to the 4. Track in a bind. lf the track is in loose material,
reservoir. When the left track is turned right, a right or against an obstruction, it may stop it from
turn signal is sent to the coordinated steei amplif i-er, turning. Move the machine forward or backward
causing it to send a right turn signal to the rigfrt front to get the track out of the bind.
servo valve. When the servo valve receives a right SYMPTOM:
turn signal, the spool will shift, directing oil to the
pisto.n (butt) end of the right front steer cylinder, Left front or rear cylinder drifts left or right with
enging.ru.nning and the panet mounted
causing it to extend, turning the front of the irack to "run-standby" switch in the ,,standby" imptifier
f,!e
position.
the right. The oil from the rod end of the cylinder is
routed back through the servo valve to the ieservoir. Right front cytinder drifts teft or right witn tne
When the "forward-reverse steer" switch is placed in "manual-auto" switch inside of the cbntrol box in
the "reverse" position, the front steering aiignment the "manual" position.
circuit is unchanged. The right track will continue to CORRECTIVE MEASURES:
turn the same direction as the left.
This is a good indication that the pilot valve on the
SYMPTOM: servo valve needs to be centered. Adjust the pilot
Steering cylinder inoperative or slow to respond. valve as described in the Maintenance Chapter.
CORRECTIVE MEASURES:
lsolate the problem; hydraulic versus electrical. lf
the left front or the rear system will not respond to
the..corresponding panel mounted amplifier,,jog;
switch, or lhe right front will not respond to't6e
"jog" switch inside of the control boi, check the
system operation by moving the override lever both
directions from center on the corresponding servo
Take Time to
valve. lf the system will respond when pushlng the
override .lever, ,the problem is in the coirespoiding
be Safe!
electrical system. Refer to section ZQ fo-r
troubleshooting the front steer control electrical
system or section 23 tor troubleshooting the front
steer alignment electrical system (cyrrent
production). lf the system will not respond -wnen
moving the override lever, the problem is in the
hydraulic system. The possible hydraulic proOtemi
are as follows.

1. "Servo lock" switch in the,,on" position. place

the switch in the ,,off" position. tt the ,,servo
lock" switch is in the,,on" position, all steering
^ 3nd grade circuits will be inoperative.
2. Low lift pressure. Refer' to section 14,
troubleshooting the grade hydraulic systems
for low lift pressure iroubleshooting
procedures. Check under the symptom; aij
_
3.
grade circuits inoperative or slow t6 re'sponi.
Internat piston packing teaking in the iteeiing
cylinder. Extend the approprilte cytinder thE
maximum amount with the coriesponding
"jog" switch. Stop the engine and remove the
line from the rod end of the steering cylinder
and cap it. Start the engine and apply pr'essure
1o lhe- piston (butt) end of the cyiinder. tf oil
leaks from the open f itting on the roO enO of the

PageT-57
 COMMANDER III
21 TROUBLESHOOTING THE FRONT STEER
CONTRO L ELECTRICAL SYSTEM

FRONT STEER GONTROL ELECTRICAL SYSTEM

L6it Fronr Porontlonet€r Bulthoad Plug

L6ft Front Potenllom6tor

Trsnrducor (F.€dbacl Pol)

tA Amptlllor Panel Eulkh€ad Plu93 ,9

To Allgnmsnl Ailpllflor (F19.750)

Ampllflor Panel Bulthoad Plug t€

Front St6ar 36rvo valva

Fronl Forwsrd/n€vorle Rel.y In Forwsrd

To Bulthoad Plug .A
Plug te

i- _ _'l"l :,:",o,""""'"llt'_Ig::"

The front steer electrical control system is Servo valve. The amount of servo valve spool
responsible for maintaining the correct distance movement is in proportion to the amount of
between the guideline and the front of the machine corrective signal. The sensitivity adjustment on the
frame. The system consists of a sensor, amplifier, amplifier will change the amount of servo valve
servo valve, feedback pot on the left front leg and a spool movement in relation to the amount of sensor
relay for switching between forward and reverse movement. For example, with the sensitivity ad-
steering. The front steer system is a proportional justment turned a quarter of a turn in the increase
system. For every movement of the sensor wand, the direction, from the off position, it may be necessary
tracks turn a corresponding amount. The left front to move the sensor wand t/z in. (13mm), at mid-point
track follows the sensor, using the steering control on the wand, in the left direction to get the servo
system. The right front track follows the left front valve spool to move the full movement. However,
track, using the steering alignment system. The with the sensitivity adjustment turned a half of a turn
operation and troubleshooting of the alignment in the increase direction, frbm the off position, it
electrical system is covered in section 22 tor early may be necessary to only move the sensor wand th
production and section 23 for current production in. (6mm), at mid-point on the wand, in the left
machines. direction to get the servo valve spool to move full
The sensor has a wand attached to its shaft, which movement. The deviation meter on the amplifier will
is held firmly against the guideline by spring ten' indicate the amount and direction of the signal.
sion. As the machine'frame moves left, or right, in When the deviation meter needle is centered, it
relation to the guideline, the wand causes the sensor indicates that no correction is necessary in the
shaft to rotate. As the shaft rotates, a corrective system. When the needle is off center, it indicates
signal is sent to the panel mounted front steer that a correction is required and it will remain off
amplifier. center until the necessary correction is made. When
The amplifier, when on automatic, measures the a correction is called for, the system will continue to
amount and direction of the signal from the sensor respond until the correction is made, or the cylinder
and conveys a corrective signal to the rear steer reaches the end of its stroke. When the "jog" switch

Page 7-58
 COMMANDER III
on the amplif ier is used for manual control, the servo sensor now match and a center signal is sent to the
valve spool shifts the full amount and remains there servo valve, causing the spool to move to center and
until the switch is released and allowed to return to the track to stop turning. The deviation meter will
center. From the amplifier the corrective signal is indicate that the two signals are matched by
sent out through the forward-reverse steer relay to returning to center. The track is held in this position
the front steer servo valve. until the sensor wand is moved, indicating that the
When the servo valve receives a corrective signal tracks must now turn to a new position. The feed-
f rom the amplif ier, whether an automatic signal f rom back pot has no affect on the manual operation of
the sensor, or a manual signal from the "jog" switch, the steering control system.
the spool in the servo valve will shift. The amount of The feedback pot on the left leg consists of two
spool movement will depend on the amount of separate electrical parts. They are a 2OK pot (20,000
corrective signal. When the spool shifts on early ohms of resistance) and a 1K pot (1,000 ohms of
production machines, pressure oil is either routed to resistance). The two pots are turned with a common
the piston end of the left front steer cylinder, shaft, but are in no way electrically connected. The
causing the front edge of the tracks to turn to the 20K pot on the left side is used to align the left front
left, or to the piston end of the right front steer track to the sensor for steering control. The 1K pot
cylinder, causing the front edge of the tracks to turn on the left side is used together with the right 1K pot
to the right. When the spool shifts on current on early production or with the right coordinated
production machines, pressure oil is either routed to steer amplifier on current production, for steering
the piston end of the left front steering cylinder al i gn ment (see sectio n 22 or 23'1.
turning the front edge of the tracks to the left, or to When in automatic the sensor must control the
the rod end of the left front steering cylinder turning leading edge of the track in forward or reverse. The
the front edge of the tracks to the right. The more relay is used to set the system for forward or reverse
corrective signal the servo valve receives, the faster operation. When the "forward-reverse steer" switch
the tracks will turn. is in "forward," the sensor will control the f ront edge
The 20K (20,000 ohms of resistance) portion of the of the track. Output terminal "C" on the amplifier is
feedback pot on the left front track is connected to connected to terminal "A" on the servo valve and
the front steer amplifier to control how far the track output terminal "D" is connected to servo terminal
will turn for a given sensor movement. Without the "8." The amplifier setpoint terminal "A" is con-
feedback pot, the track would turn the maximum nected to the feedback pot terminal "C" and set-
amount if the machine travel were stopped and the point terminal "C" is connected to the feedback pot
sensor was sending a very small amount of terminal "A." Setpoint terminal "8" is connected to
corrective signal to the amplifier. The amplifier feedback pot terminal "8." When a left turn is
sends a corrective signal to the servo valve, where necessary, the servo valve spool shifts, causing the
the spool shifts a small amount, causing the tracks f ront edge of the track to turn to the left. As the track
to turn. The tracks will continue to turn until it is turns to the left, the shaft in the left feedback pot is
turned the maximum amount, or until the necessary rotated clockwise, generating a signal back to the
correction is made. The sensor must return to center amplifier. When the "forward-reverse steer" switch
for the necessary correction to be made. Since the is in the "reverse" position, the relay magnet is
machine must be moving for the sensor wand to energized, causing the contacts to shift. When in
return to center, the servo valve spool will remain in reverse, the sensor controls the rear of the track.
the shifted position when the machine is stopped, Output terminal "C" on the amplifier is now con-
causing the track to turn the maximum amount, nected to servo terminal "8" and output terminal
oversteering the system. The feedback pot "D" is connected to servo terminal "A." This signal
measures the position of the left front track and reversal takes place in the relay. Now, when a left
sends a signal to the amplifier, indicating the track turn is necessary, the servo valve spool shifts,
position. Thus, when the sensor sends a signal to causing the rear edge of the track to turn to the left.
the amplifier, indicating the track position. Thus, Now as the track turns to the left, the shaft in the left
when the sensor sends a signal to the amplifier, feedback pot is turned counterclockwise. To
indicating a turn of 1 in. (2.5 cm) to the left is maintain a correct signal to the amplifier, the
necessary, the amplifier will comapre the singal polarity of the feedback pot has to be reversed.
from the sensor with the signal from the feedback Setpoint terminal "A" on the amplifier is now
pot. lf the signal from the feedback pot indicates connected to feedback pot terminal "A." Setpoint
that the left front track is straight ahead, the signals terminal "C" is connected to feedback pot terminal
will not match and the amplifier will send a "C." Terminal "8" remains connected to terminal
corrective signal to the servo valve to turn the track "B." This polarity reversal also takes place in the
left. The deviation meter will indicate that the two relay. The front track alignment electrical system is
signals do not match and that a correction is being not changed.
called for. When the track has turned the required 1 When troubleshooting the front steering control
in. (2.5cm) to the left, the feedback pot sends a electrical system on early production machines, it is
signal to the amplifier indicating that the track has normally recommended to eliminate the alignment
turned. The signal from the feedback pot and the system. This is easily accomplished by discon-
Page 7-59
necting the red wire and the yellow wire from the
alignment solenoid valve coils (fig. 770). Use the
manual override buttons of the solenoid valve to
adjust the front tracks until they are parallel to one
another. Leave the red wire and the yellow wire
disconnected while troubleshooting the f ront
steering control electrical system.
The cable from the right (engine) side of the
machine is used when the front steering sensor is
mounted on the right side of the machine.
Disconnect the cable from left front steering control
(#8) from the rear of the amplifier box. Connect the
cable for right front steering control in place of the ;111!iL'l
left cable (cable plug is numbered). The steering
control is unchanged when operating from the right "r4,'_
side.
SYMPTOM:
3. No power to the amplifier. Check for 12 volts
No manual control. across pins "A" and "B" on the power side of
CORRECTIVE MEASURES: the amplifier. lf 12 volts is not present, repair
or replace the power or the ground wire from
lsolate the problem; hydraulic versus electrical. the amplif ier to the corresponding bussbar.
The steering servo valve is equipped with manual 4. Output portion of the amplif ier defective. Swap
override buttons or an override lever located in the the front steer amplifier with one known to be
valve cover. Push one button and then the other or good. lf the problem is corrected, the amplifier
move the lever both directions. Be certain the but' is defective and must be rePlaced.
tons go in until they are flush with the valve cover. lf 5. The servo valve coil may be open internally.
the tracks do not respond, the problem is in the Check by disconnecting the leads from the
hydraulic system. Refer to troubleshooting the front front steer servo valve and connecting them to
steer hydraulic system (section 19 for early the rear steer servo valve. Move the "jog"
productibn; section 20 tor current production) for switch on the f ront steer amplif ier both
procedures to follow. lf the problem is electrical, directions from center. lf the rear steering
proceed as follows: responds, the front servo valve is defective and
must be replaced. The servo valve coil may also
be checked with an ohm meter. Check at the
valve terminals (with the leads removed) for 33
ohms of resistance on early valves or for 23
ohms of resistance on current valves.
6. Defective forward'reverse steer relay. Place the
"forward-reverse steer" switch in the opposite
position of what it is in. Move the "jog" switch
on the front steer amplifier' lf the system now
responds, the relay is defective and must be
replaced. To double check the relay, swap it
with the rear relay (fig. 758). lf the problem
transfers to the rca( system, the relay is
defective. lf the problem remains in the front
Tripped 6 amp circuit breaker. lf the 6 amp system, check the wiring.
circuit breaker has tripped, all automatic 7. Defective wiring between the relay and the
control systems will be inoperative. Refer to servo valve, or between the amplifier and the
section 24, troubleshooting miscellaneous relay. Check the continuity of the wiring and
electrical systems if the circuit breaker has repair as necessary. lf the system will respond
tripped. in one direction, but not the other, the wiring is
2. Terminal screws loose on the back of the good.
amplifier. Check and securely tighten all of the
terminal screws. One loose screw can affect SYMPTOM:
the operation of the system (see fig.745). No automati'c' steering control. Tracks will not
follow sensor.

Page 7-60
CORRECTIVE MEASURES: steering system, suspect the wiring between
the amplifier and the connector on the rear of
Determine if the problem is between the sensor the amplif ier box. Repair or replace as
and amplifier, or if it is between the amplifier and the necessary.
servo valve. lf the tracks will not steer with the "jog" 6. Sensor connected to the plug marked steer. lf
switch, the problem is between the amplifier and the the sensor is connected to the proper plug, but
servo valve. Refer to the preceding symptom (no causes the grade to work, the grade and steer
manual steer control) f or troubleshooting cables on the rear of the amplifier box may be
procedures. lf the tracks will steer with the "jog" improperly qonnected. Reconnect the cables if
switch on the amplifier, the problem is between the necessary.
amplif ier and the sensor.
Disconnect both front feedback pots at their
7. Wires reversed on the servo valve. lf moving the
sensor for a left turn causes the front of the
bulkhead connectors and check the operation of the tracks to turn right, with the "forward-reverse
system. lf the tracks will turn left and right with the steer" switch in "forward." the wires on the
sensor, (left track only on current production), servo valve may be reversed. The yellow wire
suspect the feedback system and refer to the next should be connected to terminal "A" and the
symptom. lf the tracks will not follow the sensor, red wire to terminal "8" (early production).
proceed as follows:
8. Sensor backwards or upside down. The
1. Defective amplifier. Move the wand on the nameplate on the sensor should be facing left
steering sensor and observe the meter on the and the coil cord should be protruding from the
amplif ier. lf the meter responds, the sensor and top. Reposition the sensor as necessary.
wiring to the amplifier is good and the problem L Moisture in the sensor plug or connector. In-
is likely to be a defective amplifier. Swap the spect sensor and cable connectors and plugs
amplifier with one known to be good. lf the for moisture and use starting fluid or other
problem is corrected, replace the amplifier. lt is means to dry. Normally, if moisture is present
possible that the deviation meter may show no in the plugs or connectors, it will cause the
movement if the amplifier is bad. lf after more system to call for a full correction either left or
checking, the deviation meter still will not right.
respond, swap amplifiers to check. SYMPTOM:
2. " Run-standby" switch in the "standby"
position. Place the switch in the "run" position. Tracks wander from side to side or turn in one
3. Sensitivity turned to minimum (off). The sen- direction and stay there in automatic control.
sitivity adjustment should be turned clockwise Alignment system works properly.
to the maximum and then back (counter- CORRECTIVE MEASURES:
clockwise) one-third of a turn for initial adjust-
ment. Refer to the Controls and Gauges chapter lf the tracks wander from side to side, or turn in
for f urther adjustment procedures. one direction and stay there, it is a good indication
4. Defective sensor or coil cord. Check the sensor that the feedback system has failed. Disconnect
by swapping it with a sensor known to be good. both front feedback pots at their bulkhead con-
lf the system works with a different sensor, the nectors and check the operation of the system. lf the
sensor or coil cord is defective. To check the tracks will not turn with the sensor. refer to the
coil cord, remove the cover from the. sensor and preceding symptom (no automatic steering control)
disconnect the cord (tig. 7471. Remove a cord for procedures to follor4r. lf the tracks will turn from
known to be good from one of the other sen- side to side with the sehsor, the feedback system is
sors, or from one of the feedback pots on the at fault. lf the feedback system is at fault, proceed as
top of each leg (the cord from the right front pot follows:
on current production machines is not in-
1. Defective forward-reverse relay. Place the
terchangeable) and swap it with the cord from "forward-reverse steer" switch in the.opposite
the defective sensor. lf the sensor now works, direction of what it is in. lf the problem is
the cord is defective and must be replaced or corrected, the relay is defective and must be
repaired. lf the sensor does not work, the replaced. Swap the relay with the rear relay to
sensor is defective and must be replaced. double check. lf the problem transfers to the
5. Defective cable between the sensor bulkhead rear, replace the relay.
connection and the amplifier box. Disconnect
the front steer sensor input cable (#8) from the 2. Defective wiring between the relay and the
rear of the amplifier box. Connect the sensor feedback pot connector on the back of the
directly to the plug on the rear of the box. lf the amplifier box, or between the relay and the
sensor will operate the system, the cable amplifier. Check the continuity of the wiring
between the amplifier box and the bulkhead and repair or replace as necessary. lf the
plug is defective and must be repaired or system works in one direction and not the
replaced. lf the sensor will not operate the other, the wiring is good.

Page 7-61
 "Forward-reverse steer" switch in the wrong
position. The position of the switch should
correspond to the direction of the machine
travel.
4. Wires reversed on the servo valve. The yellow
wire should be connected to terminal "A" and'
the red wire to terminal "8" (early production
only).

Defective cable between the rear of the am'

plifier box (plug #9) and the feedback pot
bulkhead connector. Disconnect the grade
sensor from its bulkhead plug and connect the
feedback pot in its place. Disconnect the left
front grade sensor cable (#2) from the back of
the amplifier box. Disconnect the left front
feedback pot (#9) from the back of the box and
connect the left front grade sensor cable (#2) in
its place. lf the system now operates properly,
the cable is defective and must be replaced or
repaired.
7. Defective coil cord between the feedback pot
and the bulkhead connector. Swap the coil cord
with one known to be good from a sensor, or
one of the other two feedback pots (the cord
from the right front pot on current production
machines is not interchangeable). lf the
problem is corrected, the cord is defective and
must be repaired or replaced.

8. Feedback pot out of time or setscrew in the

Defective relay switching system. lf moving the drive sprocket is loose, allowing the sprocket to
sensor for a left turn causes the front edges of turn on the shaft. Follow the procedures given
the tracks to turn left, after placing the "for- in the Maintenance chapter for aligning the
ward-reverse steer" switch in the "reverse" steering system. Tighten the setscrew in the
position, it is a good indication that the relay sprocket securely.
has not shifted. Check tor 12 volts between
terminals 13 and 14 in the relay base with the NOTE: lf the left front feedback pot is out of
switch in the "reverse" position. lf 12 volts is time, the steering alignment system willalso be
present, the relay coil is defective. Replace the affected.
relay. lf 12 volts is not present, suspect the
switch or wiring. Check the switch by con- ^v' Defective feedback pot. To check the feedback
necting the two wires on the rear of the switch pot, follow the alignment procedures in the
together. lf the steering system now works Maintenance chapter. Turn the feedback pot
properly, the switch is defective and must be shaft SLOWLY and observe the deviation meter
replaced. lf the problem is not corrected, check on the front steer amplifier. The needle should
the wiring. move from one side, across center and to the
opposite side slowly. lf the needle jumps from
NOTE: lf the switch is defective, it will affect one side to center and then to the opposite
the rear steer system as well as the f ront. side, the.pot may be 180' off. Be certain that

PageT-62
 COMMANDER III
the meter needle moves fully from one side CORRECTIVE MEASURES:
across to the other and not to center, then back
to the same side. lf the needle responds 1. The sensitivity setting on the amplifier is too
properly, the system may only need realigning. high. Reduce by turning the sensitivity ad-
lf the-needle does not respond properly, the justment counterclockwise until the instability
feedback pot may be defective. To double is eliminated. Refer to the Controls and Gauges
check, disconnect the left front feedback pot chapter for f urther adjustment instructions.
from the back of the amplifier box (cable #9).
Disconnect the rear feedback pot from the rear
of the amplifier box (cable #4) and connect the
left front feedback pot in its place. Install the
bolts in the rear steer sensor as described in
the Maintenance chapter. Turn the left front
feedback pot shaft SLOWLY and observe the
rear steer amplif ier deviation meter. lf the meter
responds properly, the feedback pot is good
and the wiring or relay may be at fault. lf the
meter does not respond, the feedback pot is
defective and must be replaced.
The feedback pot can be checked using an
ohm meter. Connect the test leads between
pins "A" and "C" and check for 20,000 ohms
(20K) of resistance. Connect the leads between
pins "A" and "8," or bgtwggn "B" and "C" and
turn the feedback pot shaft. The meter reading
should vary smoothly between 0 and 20,000
ohms (20K) of resistance as the shaft is rotated.
Check between each of the pins and the 2. Operating with the stringline too high on the
housing of the feedback pot for continuity. steering sensor wand. The closer the line is to
There should be no continuity between any of the sensor shaft, the more sensitive the system
the pins and the housing. lf any of the readings will be. The line should cross the wand at a
are faulty, replace the feedback pot. point 10 to 12 in. (25 to 30 cm) from the shaft.
Adjust the steering sensor up or down as
necessary.
3. Cylinder pins or bushings (fig. 763) worn an
excessive amount. Replace the pins and
bushings as necessary. lf the cylinder yokes are
worn an excessive amount, they may need
replacing.
4. Top turning ring loose around the square tube.
Adjust the locking plates on the top ring so they
are snug against the square tube as instructed
in the Maintenance chapter.
5. Feedback pot drive sprocket not fully engaged
in the drive chain (fig. 765). Check the retainer
spring to make sure it is not broken or
NOTE: lt is normally easier to check the collapsed. Replace if necessary. Be certain the
feedback pot with a good coil cord attached to sprocket hub is not rubbing against the wear
it. Pin "A" is the pin closest to the locating tab. ring. Machine the hub if it is rubbing. Make sure
that the sprocket is property aligned with the
10. Moisture in the feedback pot plugs or con- chain.
nectors. Inspect the feedback pot and cable
connectors and plugs for moisture and use SYMPTOM:
starting f luid or other means to dry. Tracks turn a small amount when "forward-reverse
SYMPTOM: steer" switch position is changed with the machine
stopped.
Tracks jerk in small amounts left and right, or are
unstable. Steering control and alignment are proper.

Page 7-63
 COMMANDER III
CORRECTIVE MEASURES:
1. Steering control alignment has not been
properly adjusted when switching between NOTES
forward and reverse. Refer to the Maintenance
chapter for procedures to follow.

2. Machine frame not parallel to guideline. Adjust

the machine frame parallel to the guideline as
described in one of the set-up chapters (3, 4 or
5).

Page 7-64
 COMMANDER III
22 TROUBLESHOOTING THE FRONT STEER
ALIGNMENT ELECTRICAL SYSTEM (EARLY
PRODUCTTON)

FRONT STEER ALIGNMENT ELECTRICAL SYSTEM (EARLY PRODUCTION)

Flght F.onl Pol€nllomet€r Bolkhead PluC

Loll Fro.l Pot6ntionsls. Riqhr Fronr Poteniiometer

I.ansducar (F6€dback Pol) Transducor (F€edback Pot)

To Froni Sleor Ralay

and Amplillsf (Fig. 744)

Noi€r Tho y€llor wtss mull b. conn6ctod to

th6 coll n€a.€!t th6 plugg.d work pori.

The front steer alignment electrical system is signal to the alignment solenoid valve if necessary.
responsible for keeping the front tracks properly When the alignment amplif ier receives a signal from
aligned and turning at the proper ratio. The align- the left feedback pot, indicating that the left track is
ment system is effectively an electronic tie rod straight ahead, it will compare the signal from the
which keeps the tracks in proper alignment even right feedback pot to the signal from the left. lf the
during changes of width between the tracks. The right track is not straight ahead, the alignment
system consists of the 1K (1,000 ohm resistance) amplif ier will send a signal to the alignment solenoid
feedback pots on the left front and right front legs, valve to add oil to the rod end of the front steer
an alignment amplifier and an alignment solenoid cylinders if the front of the right track must turn left,
valve. The left front track follows the steering orto subtract oil from the rod end of the cylinders if
sensor, using the steering control electrical system. the front of the right track must turn right. The plus
The right front track follows the left front track, (+) alignment indicator lamp will indicate that a
using the steering alignrnent electrical system. The correction is being made to add oil and the minus (-)
operation and troubleshooting of the steering lamp will indicate that a correction is being made to
control electrical system is covered in section 21. subtract oil. When the right track has turned the
The feedback pot on each leg is driven by the required amount, the signal from the right feedback
sprocket engaged in the chain on the top turning pot will match the signal from the left. At this point,
ring. As the tracks turn left or right, the the correcting signal to the alignment solenoid valve
corresponding feedback pot shaft is turned. As the is discontinued, allowing the valve to move to
shaft rotates, a signal is sent to the alignment center. Both alignment indicator lamps will now be
amplifier indicating the position of the correspon- off. The right track will be held in this position until
ding track. the left track is turned left or right.
The alignment amplif ier compares the signal from Due to the offset of the right track in relation to
the right feedback pot with the signal from the left the left track, the right track will never turn as far as
feedback pot (control side) and sends a corrective the left. The right track only turns approximately one-

Page 7-65
half the distance of tDd left. The alignment amplifie lf the lamp remains on after disconnecting the
compares the signa'fs'from the left and right feed- feedback pot cables from the rear of the am-
back pots throqghout the turn and intermittently plifier box, disconnect the red wire and the
adds or subtraeiJ oil to the rod end of the steering yellow wire from the alignment solenoid valve
cylinders to keep the tracks properly aligned' (fig. 770). lf the lamp goes out, one of the
Each fee'dback pot consists of two separate parts' solenoid valve coils is defective. Connect either
rney ara''620K poi (20,000 ohms.of resistance)and a the red or the yellow wire to their proper
r k riot'(i,000 ofrms of resistance)- The 20K pot on the solenoid valve coil to determine which one will
left'side is used to align the left front track to the make the lamp come on. Replace the defective
.ln"ot for steering control (see section 21)' The pot 1K coil.
pot on the left side is used, togetherwith the 1K The coil can be checked with an ohm meter.
bn the right side for steering alignment. The 20K pot The ohm meter should register five ohms when
on the right front leg is not used. connected to the two terminals (wires
When troubleshooting the front steer alignment disconnected). lf the reading is more or less
electrical system, first- be certain that the front than five ohms, the coil is defective and must
steering control electrical system is working be replaced.
propert! (see section 21\' The al.ign.ment electrical
bontrot'system cannot be controlled manually' I is
iunctionihg any time the machine is operating' The
atignment-sysiem is not affected by the forward'
rev"erse steer system found in the steering control
electrical system.
SYMPTOM:
Right track slightly misaligned to the left track.
CORRECTIVE MEASURES:
This is a good indication that the front feedback
pots may be out of time. Refer to the Maintenance
chapter for procedures to follow for aligning the
steering system. 3. lf the lamp remains on with the feedback pots
SYMPTOM: and the alignment solenoid valve wires
disconnected, suspect the alignment amplifier
Right track will not remain aligned to the left track. or the wiring in the amiltifier box. Disconnect
One or both steering alignment lamps are on. the wiring terminal strip from the alignment
CORRECTIVE MEASURES: amplifier. lf the lamp goes out, the alignment
amplifier is defective and must be replaced. lf
This type of problem is normally caused by a the lamp stays on, the wiring in the amplifier
defective'component in the alignment system. The box, or the leads going' to the alignment
steering alignment indicator lamps on the control solenoid valve are defective'.and must be
console can be used to aid in locating the defective repaired or rePlaced
component. Disconnect both feedback pots at their lf the lamp(s) went out when the feedback pots
froni bulkhead connectors. Both alignment indicator were disconneited, the solenoid valve or one of the
lamps should go out. lf one of the lamps remain on,
feedback pots may be defective. To check the valve
suspect the alignment amplifier or the wiring and
pro6eed as follows: (do not reconnect the feedback or the feedback pots, proceed as follows:
pots). 1. To check the solenoid valve, it is necessary to
1. Disconnect the left and right feedback pot determine if the problem is hydraulic or elec-
cables (#4 and #9) on the rear of the amplifier trical. Check the hydraulic operation of the
box'(fig. 748ll. lt the lamp goes out, one of the valve by pressing the manual override buttons
(fig. 770). Depressing one button will cause the
cables from the rear of the amplifier box to the
front bulkhead connector is defective' Connect tracks to toe in and depressing the other will
one cable or the other' lf the lamp comes on cause them to toe out. lf the tracks do not
when connecting one of the cables, the cable is respond to the override buttons, refer to section
bad and must be replaced or repaired.
19. lf the tracks do respond, the problem is
electrical. Remove the red wire and the yellow
NOTE: Before replacing a cable, inspect the wire from .the coils. Connect a jumper wire
, plugs and connectors for moisture' lf moisture between ihe bare terminal on one of the coils
is p-resent, use starting f luid or other means to and ground. lt should cause the tracks to toe in
dry. or toe out. Connect the jumper wire between
the bare terminal on the opposite coil and
Page 7-66

I
L+ i!
 ground. The tracks should respond the op-
posite. lf the tracks do not respond when
grounding one of the coils, check tor l2volts in
the blue wire. lf 12 volts is not present, check
the wiring between the solenoid valve and the
alignment amplifier. lf 12 volts is present,
suspect the coil. The coil can be checked with
an ohm meter for five ohms of resistance
between the terminals (wires removed). lf the
meter reading is more or less than five ohms.
replace the coil, lf grounding tffe coil causes
the tracks to respond properly, suspect the
wiring between the solenoid valve and the
alignment amplifier. Check the wiring and
repairor replace as necessary.
GAUTION: DO NOT TOUCH THE YELLOW
WIRE OR THE RED WIRE TO THE BLUE WIRE,
OR SERIOUS DAMAGE TO THE ALIGNMENT
AMPLIFIER WILL RESULT.
2. To check the left 1K feedback pot, disconnect
NOTE: lt is normally easier to check the feedback
the rear feedback pot (#4) from the rear of the pot with a good coil cord attached to it. pin ,,A" is
amplifier box (fig. 748). Qisconnect the teft front the pin closest to the locating tab (fig. 762).
feedback pot cable (#9) and connect it in place
of the rear feedback pot cable (#4). Rotate the 3. lf turning the left feedback pot caused the,,rear
left front pot drive sprocket and observe the track position" indicator to respond, the left
"rear track positioin" indicator needle feedback pot is working properly. Check the
movement on the amplifier panel with the right feedback pot by disconnecting the rear
ignition switch "on." lt should move smoothly feedback post cable (#4) from the rear of the
from side to side as the sprocket is turned. lf amplifier box (fig. 748). Disconnect the right
not, swap the coil cord from the feedback pot to front feedback pot cable (#5) and connect ii in
the bulkhead with a cord known to be good. place of the rear feedback pot cable (#4). Rotate
Turn the pot and observe the needle movement. the right front pot drive sprocket and observe
lf the needle now moves, the coil cord is the "rear track position" indicator needle
defective and must be repaired or replaced. movement on the amplifier panel. lt should
lf the needle still does not respond, move smoothly from side to side as the
disconnect the front grade sensor from its sprocket is turned. lf not, swap the coil cord
bulkh'ead connector and connect the feedback from the feedback pot to the bulkhead with a
pot in its place. Disconnect the left front grade cord known to be good. Turn the pot and ob_
sensor cable (#2) from the rear of the amplifier serve the needle movement. lf the needle now
box and connect it to the rear feedback pot moves, the coil cord is defective and must be
connection (#4). Turn the feedback pot and repaired or replaced.
observe the "rear track position" indicator. lf
the needle responds properly, the cable from
the left front bulkhead to the amplifier box is
defective and must be repaired or replaced. lf
the needle still does not respond, the feedback
pot is,defective and must be replaced.
The feedback pot can be checked using an
ohm meter. Connect the test leads between
pins " E" and " F" and check for 1 ,000 ohms (1 K)
of resistance. Connect the leads between pins
"D" and "E," or bgtwgen "D" and "F" and turn
the feedback pot shaft. The meter reading
should vary smoothly between 0 and 1,000
ohms (1K) of resistance as the shaft is rotated.
Check between each of the pins and the lf the needle still does not respond, disconnect
housing of the feedback pot for continuity. the left'front feedback pot fiom iis butkhead
There should be no continuity between any of connector and connect the right feedback pot
the pins and the housing. lf any of the readings in its place. Disconnect the lelt front feedback
are faulty, replace the feedback pot. pot cable (#9) and connect it to the rear feed_

PageT-67
 back pot plug (#a) in place of the rear pot cord No ground supplied to the alignment amplifier'
on the rear of the amplifier box. Turn the right lf th-e automaied grade and steer controls are
front feedback pot and observe the needle working properly,lt indicates that a ground is
movement. lf the needle responds properly, the supplie?'to' th6 negative (:) oy::.b{, in the
cable from the right front bulkhead to the Ooiio. of the amplif ler box (f ig. 766)' Check for
amplifier box is defective and must be repaired a giounO between the bussbar and terminal #8
or replaced. lf the needle still does not respond, iti6. zg+t on the alignment amplifier by in'
the feedback pot is defective and must be ititting a jumper wire. lf the system now works,
replaced. ine gr5und wire between the bussbar and the
ampiifier is defective and must be repaired or
The feedback pot can be checked using an ohm reolaced. lf none of the automated control
meter. Connect the test leads between pins "E" sVitems worf, refer to troubleshooting the
and "F" and check for 1,000 ohms (1K) of miscellaneous systems (section 24) for
resistance. Connect the leads between pins procedures to follow.
"D" and "E," or bgtwgen "D" and "F" and turn 2. fuo po*"t supplied to the alignment amplifier'
the feedback pot shaft. The meter reading Cn""X tor l2vdlts at terminal #3 and terminal #8
should vary smoothly between 0 and 1,000 (fig. 78a) on the alignment amplifier' lf 12 volts
ohms (1K) of resistance as the shaft is rotated' is"not piesent, susfect the wiring or the circuit
lf any of the readings are faulty, replace the breaker. Refer to troubleshooting tle
feedback pot. Check between each of the pins miscellaneous systems (section 24)' for
and the housing of the feedback pot for con' procedures to foliow. lf 12 volts are present,
tinuity. There should be no continuity between iuipect that the alignment amplif ier is
any of the Pins and the housing. defective and must be rePlaced.
NOTE: lt is normally easier to check the feedback 3. toose connections on alignment amplifer'
pot with a coil cord attached to it' Pin "A" is the pin Check screws on all alignment amplif ier
closest to the locating tab (f ig. 762).
connections for tightness. One loose screw can
affect the sYstem.
4. Defective alignment amplif ier' Connect a
iumper wire between terminals 5 and 7 on the
'atig;"rment amplifier. The negative (-) lamp
sh6uld glow and the tracks should start to toe-
out (tro"nt of tracks move apart)'-Connect the
i"mdet wire between terminals 5 and 4' The
iJositiue (+) lamp should glow and the tracks
bnoutO start to toe-in (front of tracks move
togetner). lf the system does..not respond .as
delcribed, the alignment amplifier is defective
and must be replaced.
SYMPTOM:
Right track remains properly aligned. One in-
dicator lamp will not glow during a turn.
CORRECTIVE MEASURES:
4.' Red wire and yellow wire reversed on the
atignment solen6id (f ig. 770)' A blue wire should
be-connected to eacn of the coils on the
iotenoiO. The yellow wire should be connected
to the coil cloiest to the plugged work port on
ihe bottom of the valve. The red wire should be
connected to the coil closest to the work port
on the bottom of the valve that has a line at'
tached.
SYMPTOM:
Right track will.not remain aligned to the left track' 1. Defective light bulb. Remove the lens cap from
Neither indicator lamp will light' Ihe 6;p and pull the light bulb from, the socket'
CORRECTIVE MEASURES: d*rp tn".bulb with the bulb from the opposite
iutp ft tne problem transfers, the bulb is
This is a good indication that there is either
no part
JetJctive and must be replaced (GOMACO
po*.ito tne-lLignment amplifier, no.ground to the
#510-15A52).
'Oltective
''""-' is defective' To check'
Stpritiii or tni amplifier 2' wiring. lf the problem remains on the
proceed as follows:
Page 7-68

,*"
 same side after swapping the bulbs, suspect 1. Sensitivity on alignment'amplifier set too high.
the wiring between the lamp and the alignment The sensitivity adjustment on the alignment
amplifier. Check the continuity of the wiring amplifier should be turned to the minimum
and repair or replace as necessary. setting (all the way counterclockwise) for most
SYMPTOM: applications. This will not turn the automatic
Tracks remain properly aligned, except in an
control off as it does on the panel mount am-
plif iers.
extreme right turn.
2. Steering cylinder pins or bushings (fig. 763)
CORRECTIVE MEASURES: worn an excessive amount in either steering
cylinder. Replace'the pins and bushings as
This situation only occurs when the steering necessary. lf the cylinder yokes are worn an
sensor wand is held in a right turn when on excessive amount, they may need replacing.
automatic control, or when the "jog" switch on the 3. Top turning ring loose around the square tube
front steer amplifier is held in the right turn position on either leg (fig. 764). Adjust the locking plates
when on manual control. With the sensor wand or on the top ring so they are snug against the
the "jog" switch held in a right turn position, the square tube as instructed in the Maintenance
front steer servo spool will remain in the shifted chapter.
position, pressurizing the piston end of the right 4. Feedback pot drive sprocket not f ully engaged
steer cylinder, causing it to extend ("forward-reverse in the drive chain on either lag (fig. 765). Check
steer" switch in "forward"). lf the right cylinder the retainer spring to make sure it is not broken
should over extend a small amount the alignment or collapsed. Replace if necessary. Be certain
system will activate to add oil to the rod ends of the that the sprocket hub is not rubbing against the
steering cylinders to retract the left cylinder. lf the wear ring. Machine the hub if it is rubbing. Make
left cylinder is completely retracted, the alignment sure that the sprocket is properly aligned with
system will remain activated, pressurizing the rod the chain.
ends of the steering cylinders. With both sides of the
right cylinder equally pressurized, the cylinder will
continue to extend. lf the right feedback pot is not
properly timed, it may turn too far when the right
track has turned to the maximum, causing the
alignment amplifier to read a misaligned system.
Safetv ls
Refer to the Maintenance chapter for aligning
procedures.
NOTE: lf after realigning the system several
lr No Accidentll
^
times, the problem continues, it may be
necessary to replace the 18 or 19 tootl'1 feed-
back pot drive sprockets (if so equipped) with
21tooth sprockets (GOMACO part #635-45D46).
SYMPTOM: ,
Steering cylinders pulsate when the machine ts
stopped with the steering control system tn
automatic control.
CORRECTIVE MEASURES:

Page 7-69

.-__-
 COMMANDER III
23 TROUBLESHOOTING THE FRONT STEER
ALIGNMENT ELECTRICAL SYSTEM (CURRENT
PRODUCTTON)

FRONT STEER AUGNMENT CIRCUIT (CURRENT PRODUCTION)

Lofl Front Fotonllomotd

Tran8d@d Foodback Pot)

Coordlnatod Stod Ampgfld Bulkhead Plug

Rlght Faont Sbor Sqvo Valvo

D-H-999-100

The front steer alignment electrical system is internal position signal f rom its.shaft, with the signal
responsible for keeping the right front track properly from the left feedback pot. The shaft of the coor-
aligned to the left. The alignment system is ef' dinated steer amplifier is driven by the sprocket
fectively an electronic tie rod which keeps the tracks engaged in the chain on the top turning ring of the
in proper alignment even during changes of width right leg.
between the tracks. The system consists of the 1K When the coordinated steer amplifier receives d
(1,000 ohm resistance) feedback pot on the left front signal from the left feedback pot, indicating that the
leg, the coordinated steer amplif ier on the right f ront left track is straight ahead, it will compare its in-
leg and the right front steer servo valve. Also in' ternal position signal with that of the left. lf the right
corporated into the system is a switch for automatic track is not straight ahead, the coordinated steer
or manual control and a manual jog switch. The left amplifier will send a corrective signal to the right
front track follows the steering sensor, using the front servo valve to steer the right track to straight
steering control electrical system. The right front ahead. When the right track has turned the required
track follows the left front track, using the steering amount, the coordinated steer amplifier internal
alignment electrical system. The operation and signal will match the signal from the left. At this
troubleshooting of the steering co'ntrol electrical point, a center signal is sent to the servo valve,
system is covered in section 21. allowing the spool to move to center and the track to
Power is supplied to the 1K portion of the left stop turning. The right track will hold this position
feedback pot f rom the coordinated steer amplif ier on until the left track is turning left or right.
the right side. As the left track is turned left or right, lf the left track is turned left or right, a corrective
the feedback pot is driven by a sprocket engaged in signal is sent to the coordinated steer amplif ier. The
the chain on the top turning ring. As the shaft coordinated steer amplifier will compare this new
rotates, a signal is sent back to the coordinated signal with that of its internal position signal. lf the
steer amplifier, indicating the position of the left right track is straight ahead, an error will exist. The
track. The coordinated steer amplif ier compares the coordinated steer amplifier will send a coorective
Page 7-70
 signal to the right f ront steer servo valve, causing the respond, suspect the wiring or the ,,manual-
spool to shift and the right track to turn left or right auto" switch inside of the control box.
as necessary. When the right track has turned the
required amount, a center signal is sent to the servo
valve from the coordinated steer amplifier. The valve
spool moves to center and the track stops turning.
Due to the offset of the right track in relation to
* the left track, the right track will never turn as far as
the right. The right track only turns approximately
three-fourths of the distance of the left track. This is
accomplished through the resistance in the coor-
dinated steer amplif ier.
The steering of the right track can be manually
controlled (for troubleshooting purposes) through
the use of the "jog" switch inside the main amplifier
control box. Place the "manual-auto" switch in the
"manual" position. By moving the "jog" switch 2. Connect the wires on terminals 1 and 2 together
towards the right (RT) the front of the right track and on terminals 4 and 5 together on the rear of
should turn to the right. By moving "jog" switch to the "manual-auto" switch. lf the system will
the left (LT) the front of the right track shoutd turn now work, the switch is defective and must be
left. When the "jog" switch is released, the track will replaced. lf the system still will not operate,
maintain its position. The "manual-auto" switch suspect the wiring between the switch and the
should be in the "auto" position, except if problems servo valve. Repair or replace as necessary.
arise. The front steer alignment system is not af-
fected by the forward-reverse steer system found in SYMPTOM:
the steering control electrical system. Right track will not remain aligned to the left track.
SYMPTOM: Will react to the manual "jog" switch inside the
Right track slightly misaligned to the left track. amplif ier control box.
CORRECTIVE MEASURES:
CORRECTIVE MEASURES:
This is a good indication that the left feedback pot Disconnect the left front feedback pot (cable #9)
and the coordinated steer amplifier may be out of from the rear of the control box. lf the right froni
time. Refer to the Maintenance chapter for track returns to straight ahead, suspect the left
procedures to follow for aligning the steering feedback pot and proceed as follows:
system. 1. Feedback pot out of time or the setscrew in the
drive sprocket is loose, allowing the sprocket to
SYMPTOM: turn on the shaft. Follow the procedures given
Right track will not remain aligned to the left track. in the Maintenance chapter for aligning the
Will not react to the manual "jog" switch inside the steering system. Tighten the setscrew in the
amplif ier control box. sprocket securely.
NOTE: lf the left feedback pot is out of time, or the
CORRECTIVE MEASURES: sprocket is slipping on the shaft, the front steering
1. Move the manual override lever on the right control will also be affected.
front steer servo valve (f ig. 211). lf the right f ront
track will not turn, suspect the servo valve.
2. Defective 1K pot in left front pot. The feedback
pot can be checked using an ohm meter.
Swap it with a valve known to be good. lf the Connect the test leads between pins ,,E" and
problem is corrected, the servo' valve is "F" and check for ohms (1K)of resistance.
defective and must be replaced. lf the right ' Connect the leads1000 between pins ,,D" and ,,E",
front track responds to moving the override or between "D" and "F" and turn the feedback
lever, suspect the electric coil in the valve, or pot shaft. The meter reading should vary
the wiring. Disconnect the polarized plug from smoothly between 0 and 1000 ohms (1K) of
the left front and the right front steer servos. resistance as the shaft is rotated. Check bet-
Connect the cable plug from the right front ween each of the pins and the housing of the
servo to the plug on the left front servo. Move feedback pot for continuity between the pins
the "jog" switch inside the control box left or and the housing. lf any of the above readings
right. lf the left track turns the coil in the right are faulty, replace the feedback pot.
servo is defective and the complete servo must
be replaced. The coil on the servo valve can be NOTE: lt is normally easier to check the feedback
checked with an ohm meter. Check tor 23 ohms pot with a good coil,cord attached to it. pin,,A" is
of resistance between the terminals with the the pin closest to fhe located tab (f ig. 762).
plug disconnected. lf the left track will not
PageT-71
 .-" COMMANDER lll
3. Defective coil cord. Swap the left front feed- and check for 1000 ohms (1K) of resistance.
back pot cord with the one from the rear. lf the Connect the test leads between the pins "D"
problem is corrected, the coil cord is defective and "G" or between "D" and "H". Slowly rotate
and must be repaired or replaced. the left feedback pot and observe the meter
4. Defective cabl6 between the rear of the am- movement. lt should vary smoothly between 0
plifier box (plug #9) and the left front feedback and 1000 ohms (1K) of resistance as the shaft is
pot bulkhead connector. Disconnect the grade rotated. lf any of the above readings are faulty,
sensor from its bulkhead plug and connect the disconnect the cord from the bulkhead plug
feedback pot in its place. Disconnect the left and repeat the above test using the same pins
front grade sensor cable (#2) from the back of in the bulkhead plug. lf the readings are correct,
the amplifier box. Disconnect the left front suspect the cord. Repair or replace the cord as
feedback pot cable (#9) from the back of the box necessary. lf the readings still are not correct,
'and connect the left front grade sensor cable suspect the cable between the bulkhead and
(#2) in its place. lf the system now operates the amplifier box. Repair or replace the cable as
properly, the cable is defective and must be necessary.
repaired or replaced. 7. No power supplied to the left front feedback
pot. Disconnect the coil cord from the left front
feedback pot and check for approximately 6
volts between pins "E" and 'tF, with the
ignition switch "on". lf no power is present,
check the wiring between the left feedback pot
and the coordinated steer amplifier using the
same procedures as described in the
preceedi n g paragraphs for testi ng resistance.

5. Defective wiring between plug #9 and plug #5 in

the control box. Check continuity between pins
"D" in plug #9 and "D" in plug #5; between pin
"E" in plug "9" and pin "G" in plug #5; and
between pin "F" in plug #9 and pin "H" in plug
#5. lf any of the above readings are faulty, repair
or replace the wiring.

8. Defective coordinated steer amplifier. lf all of

it 4ti1 ,:: a: 'l the preceeding tests are satisfactory, suspect
1;4 aa ? r: ,:i
the coordinated steer amplif ier and replace it.
ar,aaiaiaa al

atiiaa:atl
lf the right front track does not return to straight
iaatl a.t:l
ahead when the left feedback pot is disconnected,
?aEli tt !....,
it i, ! !t !t !l
araaaaaa:t
preceed as follows:
iaat4a! | li
ai t ii l! 1r !i
!!) ?) !aa 1i
a,:)t.)|It
?rtttt:i
1. "Manual-auto" switch inside the amplif ier
ail i: i.
.:t
.l control box in the "manual" position. Place the
switch in the "auto" position.
6. Defective cable from the rear of the amplifier
box (cable #) to the right coordinated steer 2. No power to the coordinated steer amplifier.
amplifier bulkhead plug or the cord from the Check tor 12 volts between pins "A" and "B" in
bulkhead plug to the coordinated steer am' the plug at the end of the cord connected to the
plifier. Disconnect the cord from the coor- coordinated steer amplif.ier. lf 12 volts are not
dinated steer amplifier (all other cords con- present, disconnect the cord from the bulkhead
nected). Connect the test leads of an ohm plug and check tor 12 volts between pins "A"
meter between pins "G" and "H" in the plug and "8". lf 12 volts are present, the cord is
PageT'72
defective and must be repaired or replaced' lf
12 volts are not present, disconnect the cable
(*S) ttorn the rear of the amplifie,l q9lgnd check
ioi'tZvolts on pins "A" and "8"' lf 12 volts are
oiesent, suspect the cable from the amplifier
box to ihe right front bulkhead' lf 12 volts are
not ptesent Setween pins "A'.' and "8" in the
bulkhead plug on the rear of the amplifier box,
suspect the wiring inside of the box' Repair or
replace as necessary.

Insert the positive (+) lead of a volt'ohm meter into

in"-';g" side of the poiarized plug and the negative (-)
iJ"O into the "A" side. Slowly rotate the sprocket on
the coordinated steer amplifier clockwise and ob'
serve the meter reading' Turning the sprockel 3p-
pioximately tZ0' from the "0" (center) position
lnoulO cause the voltage reading on the meter to
in"r""s" from 0 to 12 volts. lf the preceeding tests
iiir, iusp".t the wiring, "auto-manual" switch, or the
coorOiniteO steer amplif ier. Check the "auto'
manual" switch inside of the amplifier control box
nV connecting the wires on terminals 1 and 2
i6g"1n", and tie wires on terminals 4 and 5 together
;f tht rear of the "auto'manual"is switch' lf the
oroblem is corrected, the switch defective and
huit n. replaced. lf the problem remains check the
wiring between the servo valve and the right coor'
dinat6d steer amplifier' Disconnect the cord from
the coordinated steer amplif ier and the plug f rom the
Jervo valve. Check for continuity between pin "A" in
ihe polarized plug and pin "E'l il the pl.ug on the end
of the coordinated steer amplif ier cord and between
pin "B" in the polarized plug and pin "F" in the
coordinated steer amplifier cord plug' Repair or
replace wiring as necessary. lf all of the preceeding
No signal from the coordinated steer amplifier teits are satiifactory, suspect that the coordinated
to thiright front steer servo valve' Disconnect steer amplif ier has failed and must be replaced'
ihe left fiont feedback pot at the f ront bulkhead' return to straight
biiconnect the polarized plug from the right lf the right front track does pot is disconnected'
ahead whe-n tne left feedback
front steer servo valve. Insert the positive (+) conducted as follows:
lead of the volt-ohm meter into the "A" side the - ptl."
an additional test can be
the right coordinated steer amplifier in the
polarized plug and the negative (-) lead into the
rB'; side.'Tuin the ignition switch on and be electrical center position. Reconnect the left front
c"tt"in that the "man]lal-auto" switch inside of i""OOu.f. pot. Tuin the ignition switch "on"' Insert
"A"
in" poiiti"" ( + ) lead of a volt-ohm meter into thesteer
ine controt box is in the "auto" position' Slowly right front
rotate the sprocket on the right coordinated siOd ot the'polarized plug of the
steer amplifier counterclockwise and observe ieiuo uatve and the negative (.) lead into the "B" side pot
the meter reading. Turning the sprocket ap' oitn" plug. Slowly rotlte the left front feedback
proximately 170' f rom the "0" (center) position observe the meter reading' Turning
in" sprocket'approximately the
"roC[uJitiand 170' .from the 't0"
ihoutd cause the voltage reading on the meter cause voltate reading on
to increase from 0 to 12 volts. i."nt"il position'should rom 0 to 12 volts'
ine meier to increase f

PageT-73
 MMAND
Insert the positive (+ ) lead of the volt'ohm meter A quick check to determine it an alignment problem is
into the "8" side of ihe polarized plug and the caused by the feedback pot or the wiring on the lelt side'
negative (-) lead into the "A" side of the plug. Slowly or if it is caused by the coordinated steering amplifier or
rotate the left front feedback pot counterclockwise the wiring on the right side, is to disconnect the left front
and observe the meter reading. Turning the sprocket pot cord (#9). Disconnect the rear feedback pot coil cord
approximately 170" from the "0" (center) position from the rear of the control console (do not use the
should cause the voltage reading on the meter to cross{ver cord from the bulkhead plug) and connect it in
increase from 0 to 12 volts. lf this test fails, suspect place of the left front pot cord. Start the engine and run it
the left feedback pot, wiring between the feedback at 1500 rpm. Place the "run-standby" switch on the front
pot and the coordinated steer amplifier or the steer amplifier in the "standby" position. Using the
coordinated steer amplifier. Check the feedback pot "manual-auto" switch inside the control box in the "auto"
and the wiring by following the procedures listed position. Using the "jog" switch on the rear steer ampli-
earlier under this symptom. lf the feedback pot and iier, turn the rear track lelt and right. lf the right front track
the wiring prove to be good, replace the coordinated willturn left and right with the rear track, suspect that the
steer amplif ier. left lront 1K pot or the wiring between the control box
and the pot has failed and must be repaired or replaced.
Check as previously described. ll the right front track will
not turn with the rear track, suspect the right coordinated
steer amplifier or the wiring between it and the control
box has failed and must be repaired or replaced. Check
as previously described.

NOTES

\1.^

PageT-74
 COMMANDER III
24 TROUBLESHOOTING MISCELLAN EOUS
SYSTEMS

MISCELLANEzuS EIEC IEICAL S]TSIEILS EIBLY P_BQDUC'TON

15 Amp
Clrcult r----
j_l l
tl
."*",4xr,.-^
I

I' ii .)-},l
|

\tz#

conkoll€r (Oplional )

Wsl6r T6mpor.lure

Gau063

FlC.79g
o-H-999-04€

The miscellaneous systems consist of the engine the micro switch button is released, contact is
wiring, various solenoid wiring and the circuit broken between terminals #7 and #8 and the starter
breaker wiring. The power for the engine gauges is will not engage when the ignition switch is turned to
supplied through the fuel pressure switch. The the "start" position.
engine must be running for pressure in the fuel From terminal #2 on the micro switch on early
system to increase, causing the switch to close, production machines and terminal #3 on current
thus supplying the necessary 12 volts of power to production, power is routed to pin "B," of the #1
the gauges. When the engine is stopped, fuel bulkhead plug on the rear of the amplif ier box. Power
pressure drops, causing the switch to open, cutting is fed through the plug to the three circuit breakers
the power to the gauges. inside the box on early production machines and to
Power is supplied to the "bat" terminal of the the two circuit breakers on current production. The
ignition switch through the 20 amp main circuit amplifier panel ground bussbar is connected to
breaker. With the switch in the "off" position, all ground through pin "A" of the #1 bulkhead plug. The
electrical power to the various electrical systems is "blue colored" ground wire is connected to machine
blocked. When the switch is placed in the "on" ground at either the negative battery post, at the rear
position, power is supplied from the "ign" terminal ground post of the starter, or where the negative
on the switch to terminal "2" on the micro switch on battery strap is connected to the machine frame,
early production machines and terminal #3 on depending on machine model.
current production. When the ignition switch is From the first 10 amp circuit breaker on early
turned to the "start" position to crank the engine, production machines, power is supplied to the
power is routed from the "sol" terminal on the "tractive brake" switch, "forward-reverse steer"
switch to terminal "8" of the micro switch. With the switch and.to terminal #3 on the alignment amplifier.
micro switch button depressed, contact is made With the "tractive brake" switch in the "off"
between terminals #7 and #8. Power is then routed position, contact between the switch terminals is
from terminal #7 to the starter solenoid, which broken, de-energizing the tractive brake solenoid
causes the starter to engage to crank the engine. lf valve to the open position. When the switch is in the

PageT-75
 COMMANDER III
"on" position, contact is made between the switch posititve bussbar on current production machines
terminals, supplying power through pin "J" of the #1 power is supplied to each of the f ive panel mounted
bulkhead plug to the tractive brake solenoid, amplifiers and the right front coordinated steer
energizing it to the closed position. amplifier on the right front leg. The panel mounted
With the "forward-reverse steer" switch in the amolifiers and the coordinated steer amplif ier are all
"forward" position, contact between the switch grounded to the ground bussbar. The diode between
terminals is broken, de-energizing the coils in the the negative and positive bussbars or between the
forward-reverse relays (fig. 758). When the switch is bottom of the box and the positive bussbar, protects
placed in the "reverse" position, contact is made the amplifiers when the ignition switch is turned
between the switch terminals, energizing the coils in "off" after operation. When the systems are
the relays causing the contacts in the relays to operating, a magnetic field is created around the
switch for reverse steering. coils in the solenoids and servo valves. When the
From terminal #3 on the alignment amplifier, ignition switch is turned "off," the magnetic fields
power is routed out through pin "C" of the #1 collapse across the coils and generate a negative (')
bulkhead plug to each of the coils on the alignment current back through the systems. The diode
solenoid valve. lf the machine is equipped with the provides a safe path for this negative signal back to
slipform mold steering system (optional), power is the ground side of the system.
also supplied to each of the coils on the mold When the micro switch button is released on early
steering solenoid valve. Terminal #2 on the align- production machines, contact is made between
ment amplif ier is connected to the coil on one end of terminals 1 and 2. Power is supplied from terminal
the alignmenfsolenoid valve through pin "D" of the #1, through a 15 amp circuit breaker to the vibrator
#1 bulkhead plug and terminal #1 is connected to the solenoid valve coil. When the coil is energized, the
opposite coil through pin "H" of the bulkhead plug. valve will close. When the micro switch button is
From the second 10 amp circuit breaker, on depressed, contact between terminals 1 and 2 is
current production machines, power is supplied to broken, de-energizing the coil, causing the valve to
each of the "lift lock" switches. When the "lift lock" open.
switches are in the "on" position, contact between When the micro switch button is depressed on
the switch terminals is broken, de-energizing the lift current production machines, contact is made
lock solenoid valves to the closed position. When between terminals #3 and #4. Power is supplied f rom
the switches are placed in the "off" position, con- terminal #4 through a 15 amp circuit breaker to the
tact is made between the switch terminals vibrator soJenoid valve coil. When the coil is
energizing the solenoids to the open position. Power energized, the valve is opened. When the micro
from the left front switch is routed through pin "E" switch button is released, contact is broken between
of the #1 bulkhead plug to the left front solenoid terminals #3 and #4, de-energizing the coil, allowing
valve coil. Power from the rear switch is routed the valve to close.
through pin "F" of the #1 bulkhead plug to the rear When the "right" button on the slipform mold
solenoid valve coil and power from the right front steering controller (optional) is pushed, a ground is
switch is routed through pin "G" of the plug to the provided for the coil:on one end of the mold steering
right front solenoid valve coil. solenoid, energizing the valve in that direction.
From the 10 amp circuit breaker on current When the "left" button is pu.shed, a ground is
production machines, power is supplied to the provided for the opposite coil, energizing the valve in
"tractive brake" switch, "forward'reverse steer" that direction. lf any circuit breaker should trip, it will
switch and the "servo lock" switch. The operation of automatically reset itself in 10 to 15 seconds
the "tractive brake" switch and the "forward'reverse provided the shorted qircuit is corrected.
steer" switch is the same as previously described. SYMPTOM:
With the "servo lock" switch in the "off" position
contact between the switch terminals is broken, de- Al I electronic controls i noperative.
energizing the solenoid valve coil to the open CORRECTIVE MEASURES:
position. When the "servo lock" switch is placed in
the "on" position, contact is made between the 1. Battery discharged. Recharge as necessary.
switch terminals. Power from the switch is routed 2. lgnition switch "off." The ignition switch must
through pin "C" of the #1 bulkhead to the solenoid be in the "on" position for the electronic
valve coil energizing it to the closed position. controls to oPerate.
From the 6 amp circuit breaker on all machines, 3. Defective ignition switch. Connect a jumper
power is routed to the positive bussbar in the bottom wire between the "Bat" and "lgn" terminals on
of the amplifier box. From the positive bussbar on the rear of the switch. lf the controls now
early production machines, power is supplied to respond, the switch is defective and must be
each of the five panel mounted amplifiers. Power is reolaced. . '
also supplied to the "rear track position" indicator.
The five panel mounted amplifiers, the "rear track
position" indicator and the alignment amplifier are
all grounded to the ground bussbar. From the
PageT-76
 COMMANDER III
Tripped 10 amp circuit breaker caused by a short
circuit in one of the systems. Place the "tractive
brake" switch in the "off" position and the "forward-
reverse steer" switch in the "forward" position.
Disconnect the black wire f rom the circuit breaker to
the alignment amplifier. Check both sides of the
circuit breaker tor 12 volts. lf 12 volts is not present
on the battery side, refer to the preceeding symp-
tom, all electronic controls inoperative. lf 12 volts
are present on the battery side of the circuit breaker,
but not the auxiliary side, the circuit breaker is
defective and must be replaced. lf 12 volts is present
on both sides of the circuit breaker, proceed as
follows:
1. Reconnect the wire to the alignment amplifier.
lf the circuit breaker trips, a short is present in
the alignment system. Disconnect the terminal
strip (fig. 784) from the amplifier. lf the circuit
breaker does not trip now, the alignment am-
plifier is at fault and must be replaced. lf the
circuit breaker does trip, suspect the wiring
f rom the terminal strip to the alignment
solenoid valve coils, or the coils. Disconnect
the blue wire from each solenoid coil (f ig. 770).
lf the circuit breaker trips, the wiring is
defective and must be repaired or replaced. lf
the circuit breaker does not trip, suspect one of
the coils. Reconnect the blue wire to one coil,
then the other- to determine which one is
defective. Replace the coil if found defective.
4. 20 amp main circuit breaker tripped. Check for The coils can be checked with an ohm meter for
12 vo.lts at each terminal of the circuit breaker. 5 ohms of resistance between the terminals
lf 12 volts is present on the battery side, but not with the wires removed. Replace the coil if the
the auxiliary side, replace the circuit breaker. lf resistance is more or less.
12 volts is present on the auxiliary side of the
NOTE: lf the machine is equipped with the op-
circuit breaker with the ignition switch in the tional slipform mold steering system, disconnect
"off" position, but are not present with the the blue wire from each of the coils on the control
switch "on" suspect a short in the wiring solenoid. lf the circuit breaker does not trip now, one
between the switch and the micro switch or the
circuit breakers in the.amplifier box. Check of the coils on the steering controller solenoid may
be at fault. Reconnect the blue wire to one coil, then
wiring and repair or replace as necessary.
the other to determine which coil is defective.
SYMPTOM: Replace the coil if found defective.
Forward-reverse steer, .tractive brake and align- 2. Place the "tractive brake" switch in the "on"
ment system inoperative (early production). position. lf the circuit breaker trips, the wiring
CORRECTIVE MEASURES: between the switch and the tractive brake
solenoid valve coil, or the coil is defective.
Disconnect the green wire from the tractive
brake solenoid coil (fig. 716). lf the circuit
breaker trips, the wiring is defective and must
be repaired or replaced. lf the circuit breaker
does not trip, the coil is defective and must be
replaced. The coil can be checked with an ohm
meter for 5 ohms of resistance between the
terminals with the wires removed. Replace the
coil if the reading is not correct.
3. Place the "forward-reverse steer" switch in the
"reverse" position. lf the circuit breaker trips,
the wiring between the switch and one of the
relay bases (tig.777), or one of the coils in the
relays are defective. Remove the relays from
PageT-77
 co[,u[aNDEB_ltt
the bases. lf the circuit breaker trips, the wiring does not ttip, the coil is defective and must be
is defective and must be replaced or repaired. lf replaced. The coil can be checked with an ohm
the circuit breaker dpes not trip, one of the meter for 5 ohms of resistance between the
relays is at fault. Reinstall one relay, then the terminals with the wires removed. Replace the
other to determine which is at fault. Replace as coil if the reading is not correct.
necessary. 2. Place the "forward-reverse steer" switch in the
"reverse" position. lf the circuit breaker trips,
SYMPTOM: the wiring between the switch and one of hte
Lift locks inoperative (early production). relay bases (fi1.777), or one of the coils in the
relays is defective. Remove the relays from the
CORRECTIVE MEASURES: bases. lf the circuit breaker trips, the wiring is
Tripped 10 amp circuit breaker caused by a short defective and must be replaced or repaired. lf
circuit in one of the systems. Place the "lift lock" the circuit breaker does not trip, one of the
switches in the "on" position. Check both sides of relays is at fault. Reinstall one relay, then the
the circuit breaker tor 12 volts. lf 12 volts is not other to determine which is at fault. Replace as
present on the battery side of the breaker, refer to necessary.
the symptom, all electronic controls inoperative. lf
12 volts are present on the battery side of the circuit
breaker, but not the auxiliary side, the circuit breaker
is defective and must be replaced. lf 12 volts are
present on both sides, place each "lift lock" switch
in the "off" position, one at a time, until the circuit
breaker trips. lf placing one of the switches in the
"off" position causes the circuit breaker to trip,
suspect the wiring, or the solenoid valve coil for the
corresponding circuit. Disconnect the power wire
f rom the coil (it will be necessary to cut the wire and
then reconnect it). lf the circuit breaker trips, the
wiring between the "lift lock" switch and the valve
coil ii defective and must be replaced or repaired. lf
the circuit breaker does not trip, the coil is defective 3. Place the "servo lock" switch in the "on"
and must be replaced. The coil can be checked with position. lf the circuit breaker trips, the wiring
an ohm meter for 8 ohms of resistance between the between the switch and the servo lock solenoid
leads with the wires disconnected. Replace the coil valve coil or the coil is defective. Disconnect
if the reading is taulty. All three "lift lock" circuits the yellow wire from the servo lock solenoid
are checked in the same manner. valve. coil. lf the circuit breaker trips, the wiring
SYMPTOM: is defective and must be repaired or replaced. lf
the circuit braker does not trip, the coil is
Forward-reverse steer, tractive brake. and servo defective and must be replaced. The coil can be
lock inoperative (current production). checked with an ohm meter for I ohms of
CORRECTIVE MEASURES:
resistance between the terminals with the
wires removed. Replace the coil if the reading is
Tripped 10 amp circuit breaker caused by a short not correct.
circuit in one of the systems. Place the "tractive SYMPTOM:
brake" switch and the "servo lock" switch in the
"of f " position and the "forward-reverse steer" No manual and/or automatic control of grade or
switch in the "forward" position. Check both sides steering on all machine. Alignment system
of the circuit braker to,r 12 volts. lf 12 volts are not operating properly on early production, not working
present on the battery side, refer to the symptom, all on current production.
electronic controls inoperative. lf 12 volts are
present on the battery side of the circuit breaker, but CORRECTIVE MEASURES:
not the auxiliary side, the circuit breaker is defective Tripped 6 amp circuit breaker caused by a short in
and must be replaced. lf 12 volts are present on both one of the automated control systems on all
sides of the circuit breaker, proceed as follows: machines, or by the "rear track position" indicator
1. Place ihe "ii'active brake" switch in the "on" circuit on early production machines. Disconnect
position. lf the circuit breaker trips, the wiring the six black wires and the diode from the positive
between the switch and the tractive brake (+) bussbar in the bottom of the amplifier box.
solenoid valve coil, or the coil is defective. Check both sides of the circuit breaker tor 12 volts. lf
Disconnect the green wire from the tractive 12 volts are pr'esent on the battery side of the
brake solenoid coil (fig. 716). lf the circuit breaker, but not the auxiliary side, the circuit breaker
breaker trips, the wiring is defective and must is defective and must be replaced. lf 12 volts are
be repaired or replaced. lf the circuit breaker present on both sides, reconnect the diode to the
Page 7-28
 lf all the automated control early
systems operate
properly when connected on production
lnainin'es, but one wire is still disconnected'
;r"di ih" "t"ut track position'' indicator circuit'
pot rom the rear of the
Disconnect the rear feedback f

urpritiJi box (cable #4). lf the circuit breaker trips'

the'wiring between the bussbar and the indicator' or
in" Ourf.n""ud plug, is faulty and must be repaired.or
-Circuit
i"priJJo. lf tire bieaker does not trip, the
*i?i"g between the rear of the amplifier box and the
i""OOLCf. pot is at fault. Reconnect the cable to the
;;;i;i ihe'amplif ier box and disconnect the coil cord
tn" bulkhead plug. lf the circuit breaker trips, the
"i
cable between the rear of the amplifier box and the
plug
nuttneaO 'tf -tneis faulty and must be repaired or
ieptaceO. circuit breaker does not trip,
rebonnect the coil cord at the bulkhead plug and
disconnect it at the feedback pot' lf the circuit
Oreat<er trips, the coil cord is defective and must be
iepaired or replaced. lf the circuit breaker does not
tri'p, suspect ihe feedback pot. Check the feedback
bussbar. lf the circuit breaker trips, the diode is poi'tottowing the instructions given in section 18 or
defective and must be replaced. lf the circuit breaker replace the feedback pot if necessary'
does not trip, connect the black wires, one at a time,
to the positive bussbar until the circuit breaker trips' SYMPTOM:
Leave ihe wire that causes the circuit breaker to trip No automatic and/or manual control of grade or
disconnected and continue to connect the steering. Alignment system also inoperative (all
remaining wires. Operate the automated control machines).
systemsio determine which one is not connected' CORRECTIVE MEASURES:
Tire system that fails to operate is the one that is
faulty. Disconnect the terminal strip from the power Ground wire between the ground terminal either
post
ind 'sensor input side of the amplifier in the, on tne frame, the starter or the battery negative
amplif ier boI
defective system. lf the circuit breaker now trips, the inO the ground bussbar in theground wire and
wiring between the bussbar and the amplifier is oisionn""i"d or broken. Check the
defec-tive and must be repaired or replaced' lf the repair or rePlace as necessary.
circuit breaker does not trip, the problem is in the SYMPTOM:
amplif ier. Swap amplifierto check. Vibrators will not operate when the micro switch
li all five panel mounted amplifier circuits on
operate properly when button is released on early production machines or
current production machines will not stop when the micro switch button is
connecied, but one wire is still disconnected,
depressed on current Production.
suspect the right front coordinated steer amplifier,
or the wires to it. Disconnect bulkhead cable # from CORRECTIVE MEASURES:
the rear of the amplifier box. lf the circuit breaker 1. Early production machines only. No contact
irips, suspect the wiring between the.bussbar and between terminals 1 and 2 in the micro switch
thb bulkhbad plug. Repair or replace the wiring as when the button is released. Check for 12 volts
necess"ry. tf inecircuit breaker does not trip, the at the battery side of the circuit breaker with the
wiring between the box and the coordinated steer micro switch button released' lf 12 volts is not
amplifier or the amplifier is defective. Reconnect present, suspect wiring between the circuit
caOte #S to the rear of the amplifier box and breaker and the micro switch' Check tor 12
Oiiconnect the cable to the right front coordinated volts at terminal #1 on the micro switch with the
iteer amplifier at the bulkhead plug in the front of button released. lf 12 volts are not present, the
the engine shroud. lf the circuit breaker trips, the micro switch is defective and must be replaced.
cable Setween the amplifier box and the bulkhead lf 12 volts is present, the wiring is defective.
piug ls defective and must be replaced or repaired'.lf 2. Current production machines only. No contact
ine"circuit breaker does not trip, reconnect the cable between terminals 3 and 4 in the micro switch
to the front bulkhead and disconnect it from the when the button is depressed. Check tor 12
coordinated steer amplifier. lf the circuit breaker volts at the battery side of the circuit breaker
trips, the cable from the bulkhead plug to the with the hicro switch button depressed. lf 12
coordinated steer amplifier is defective and must be volts are not present, suspect the wiring bet'
repaired or replaced. lf the circuit breaker does not ween the circuit breaker and the micro switch.
trip, suspect the coordinated steer amplifier and Check tor 12 volts at teriminal #4 on the micro
replace it. switch with the button depressed. lf 12 volts are
Page 7-79
 COMMANDER III
not present, the micro switch is defective and 4. Defective wiring between the ignition switch
must be replaced. lf 12 volts are present, the and the starter. Momentarily touch a jumper
wiring is defective and must be repaired or wire between the positive (+) terminal on the
replaced. starter solenoid and the terminal on the starter
3. Tripped 15 amp circuit breaker. Disconnect the relay which has the blue wire attached. lf the
wire from the auxiliary side of the circuit starter engages, the wiring is defective and
breaker and check tor 12 volts. lf 12 volts is not must be repaired or replaced.
present on the auxiliary side, but are present on 5. Defective starter relay. Momentarily touch a
the battery side, the circuit breaker is defective jumper wire between the positive (+) terminal
and must be replaced. on the starter solenoid and the small terminal
4. Circuit breaker tripping continually when on the top of the solenoid. lf the starter
machine is extremely warm. lf a 6 amp circuit engages, the starter relay is defective and must
breaker is installed in the vibrator system, be replaced.
5.
replace it with a 15 amp.
Defective wiring between the circuit breaker
6. Defective starter. Remove the starter and have
it checked and repaired by a qualified service
and the vibrator solenoid valve coil. or the coil center.
is defective. Check the coil with an ohm meter
for 8 ohms of resistance between the leads with SYMPTOM:
the wires disconnected. Replace the coil if the Engine gauges will not work.
reading is faulty.
SYMPTOM: CORRECTIVE MEASURES:
Engine will not crank.
CORRECTIVE MEASURES:
1. Micro switch button not depressed. Depress
the micro switch button.
2. Battery discharged. Recharge as necessary.
3. Defective ignition switch. Momentarily connect
a jumper wire between the "Bat" and "Sol"
terminals on the rear of the ignition switch. lf
the engine cranks, the switch is defective and
must be replaced.

Fuel pressure switch not closing to supply 12

volts to the gauges. Connect the wires on the fuel
pressure switch together. lf the gauges respond, the
switch is defective and must be replaced, or the
pressure in the fuel system is low. Refer to the
Detroit Diesel Engine Operators Manual for
procedures used to check the fuel pressure.
SYMPTOM:
Tachometer indicated engine overspeed at
maximum throttle.
CORRECTIVE MEASURES:

Page 7'80
 COMMANDER III
This is an indication that the tachometer may need
adjusting. Run engine at maximum speed. Insert a
small screwdriver through the adjustment hole in the
rear of the tachometer. Turn the adjustment screw
until the tachometer registers 2100 rpm. For most
accurate adjustment, check the engine speed with a
strobe or mechanical tachometer and adiust the
machi ne tachometer accord i ng ly.
NOTE: Loose fan/alternator drive belts or a defective
alternator can cause faulty tachometer readings.
Adjust the belts as described in the Maintenance
chapter. Remove the alternator and have it checked
and repaired by a qualif ied service center if
necessary.

U9aELLANEQUS EIECTB|SAL STSIEMS CTJBBENT pBQzucItol,t

Jdv l9g7 To Cm.nl
The Tradlvg Brako and Sorvo
Lock Swltcher Aro Now Mountod
l{60 Swltoh On Conlolo Inltoad Ol In Box

Slrvo Lock Swltch Vlbrald Ovorrld€ Swltch

Fsl Pro8a. Swllch

Vlbratd Solondd
TrEctlv. Bruk. EoLndd

Form Sl.edno Controlt.r (Opdoml)

Page 7-81
fEEfrJEM. COMMANDER III

NOTES
 COMMANDER III

CHAPTER VIII SPECIFICATIONS

01 CONTENT OF CHAPTER Horsepower..... .116BHP(86.7kw)

This chapter contains detailed specifications for Optional
the Commander lll. Included are capacities, engine Make. ..... DetroitDiesel
specifications and specifications on the various Model .....4-537
machine systems. All figures are approximate. Type . . .'. . .2 Cycle Turbo Charged
No.of Cylinders ........ 4
02 ENGINE: (Pre 1983) Bore and Stroke . . 3.875 in. x 4.5 in. (98mm x
114mm)
Displacement... .2'l2cu.in.(3.5L)
Horsepower..... . 160HP @2100(119.4kw)
Engine (1987 and later)

Standard
Make. ..... DetroitDiesel
Model .....3-71
Type.
No.of Cylinders . ....... 3
Bore and Stroke . .4.25 in. x 5 in. (10,8mm x Make. ..... CumminsDiesel
127 mml
Displacement... .213cu.in.(3.5L) Model .....68T5.9
Horsepower..... .99BHP(74Kw) Type. .....4 CycleTurboCharged
No.of Cylinders ... .. . .. 6
Bore and Stroke . . 4.02in.x 4.72 in. (102mm x
Optional 120mm)
Make. ..... DetroitDiesel Displacement... .3590cu.in.(5.88L)
Model .....4-7'l Horsepower..... .147BHP(106kw)
Type. .....zOycle
No.of Cylinders ........ 4 03 CAPACITIES
Bore and Stroke . .4.25 in. x 5 in. (10.8mm x
12.7 mm\ Hydraulic Reservoir . . . . . 170 U.S. Gal. (644 t)
Displacement... .284cu.in.(4.7L) Fuel Reservoir. . . . 55 U.S. Gal. (208 l)
Horsepower............ 140 HP @ 2100 rpm Engine Oil 3-71 . . .'t4 U.S. Qt. (13.31) includ-
(10a.4kw) ing f ilter
4-71 . . .21 U.S. Ot. (201) inctuding
ENGINE (1983 to 1986) f ilter

Standard
3-53T. . 12 U.S. Qt. (11.41) includ-
ing f ilter
Make. ..... DetroitDiesel 4-53T. .14 U.S. Qt. (13.31) inctud-
Model .....3-537
TyFe: .....2OycleTurboCharged cummins6Brb.e. .l?Y.t"lll!. et. (16.41) in.
No.of Cylinders . . . ..... 3 cluding filter
Bore and Stroke 3.875 in. x 4.5 in. (98mm x Coolant ...5U.S.Gat(19L)
114mm) Dual Pump Drive Gearbox 5 U.S. Pints (2.4L)
Displacement . . . 159 cu. in. (2.611)

8-1
 COMMANDER III

Triple Pump Drive

Gearbox ...3U.S.Ot.(2.8L)
Track DriveGearbox. . . . . 5 U.S. Pints(2.4L)
WaterTank . ..... 100U.S.Gal.(380L)
04 BATTERY

..........8D
BClGroupNo
Rating. . .220 Amps
Amp. Hr.
Voltage. ...12Volts
Ground .... NegativeGround
0s ALTERNATOR (DETROTT)

Make. ...:.......DelcoRemy
Rating . . . .12 Volt 65 Amp
Regulator. . Built In

ALTERNATOR (CUMMINS)

Make. ..... Motorola

Regulator. . Built In
Rating . . . .12 Volt 63 Amp

06 STARTER (DETROIT)

Make. .....DelcoRemy
Series. ....30MT
Type. .....175
Rating ....12Volt
STARTER (CUMMINS)

Make. .....DelcoRemy
Series. ....30MT
Type. .....175 08 HYDRAULIC SYSTEM
Rating ....12Vo1t
07 AUTOMATED CONTROLS

Make. .....Sundstrand Components

(Formerly Honeywell)
Type. .....Fully proportional, elec-
tro/hydraulic with grade,
steering and cross slope,
each independently con-
trolled with individual
Indicators .3?13?r3;rses monitor re-
mote sensor signals.
Sensitivity . Panel mounted sensitivity
adjustment.

Safety Left Main PUmp (Early Production)

Model ...........Vickers Vane 252OVQ

Saves 21411-11BC20Lwith4&6
vibrators; VickersVane
Time 2520VQ-21A14-1 1 BC20L
with 5 vibrators
8-2
 COMMANDER III

Rotation ...Left-hand (counterclock- Model .....Vickers Vane 2520VQ-

wise) viewed from shaft 14A8-11BC20L
end Rotation ...Left-hand (counterclock'
Front Stage Trimmerhead on all wise) viewed from shaft
models; 36.8 gpm (140 end
lpm) at 2100 rpm Stage
Front Track circuit, 24.5 gpm (93
RearStage . Vibrator circuit with 4 lpm) at 2100 rpm
vibrators, 19.3 gpm (73 RearStage . Conveyor circuit 14 gpm
lpm) at 2100 rpm; Vibrator (53lpm) at 2100 rpm
circuit with 5 vibrators,
24.5 gpm (93 lpm) at 2100 Gontrol Pump (Upper pump on gearbox on Cummins)
rpm; Conveyor circuit
when equipped with 6 Model .....Vickers piston model
vibrators, 19.3 gpm (73 PVB-10 Pressure com-
lpm) at 2100 rpm. pensated; 10 gpm (38 lpm)
at 1800 rpm (early pro-
Left Main Pump (Current Production) duction). Vickers piston
model PVB-15 Pressure
Model .....Vickers Vane 2520VQ- compensated; 15 gpm
2'1A11-11BC20L with 4 (56.7 lpm) at 1800 rpm
vibrators; Vickers Vane (current production).
2lA'14-11BC20L with 5 and Rotation ...Left-hand (counterclock-
6 vibrators. wise) viewed from shaft
Rotation ...Left-hand (counterclock- end.
wise) viewed from shaft Used for . . . Left front grade, right
end. front grade, rear grade,
Front Stage Trimmerhead on all front steer control, front
models; 36.8 gpm (140 steer alignment, rear steer
lpm) at 2100 rpm. control, right front exterid,
RearStage . Vibrator circuit with 4 vi- rear shift, conveyor lift,
brators, 19.3 gpm (73 lpm) hold down and hold over.
at 2100 rpm; Vibrator cir-
cuit with 5 or 6 vibrators, Auxiliary Pump (Front cam driven pump on
24.5 gpm (93 lpm) at 2100 Cummins)
rpm.
Type. .....Vickers single vane, V10-
Right Main Pump (Early Production) 1P4P-1A20; 7 gpm (26.6
lpm)at 2100 rpm.
Model .....Vickers Vane 2520VQ- Rotation ...Right-hand (clockwise)
14A1 1-1 1 BC20L with 4 and viewed from shaft end.
5 vibrators; 2520VQ- Used for . . . Auger drive in slipform
17A14-11BCL with 6 vibra- molds of 6 ft. (1.8m) wide
tors. or more.
Rotation ...Left-hand (counterclock-
wise) viewed from shaft Cooling System:
end.
FrontStage Track circuit when Type. .....High capacity forced air
equipped with 4 or 5 heat exchanger located in
vibrators, 24.5 gpm (93 front of the engine radia-
lpm) at 2100 rpm; Vibr4tor tor. Reservoir with in-
circuit when equipped ternal baff ling for at-
with 6 vibrators; 30 gpm mospheric cooling.
(113 lpm) at 2100 rpm.
Rear Stage . Conveyor circuit when Fillration:
equipped with 4 or 5
vibrators, 19.3 gpm (73 SumpFilter. .....Two, 100 wire mesh with
lpm) at 2100 rpm; Track
circuit when equipped
with 6 vibrators, 24.5 gpm
Main Firter. . .. . il3fl3i'f 'Jt?l'.X?!" ,0
ron, cartridge type, throw ',..
(93lpm)at 2100 rpm.
Lift Fitter . . ?il0"v'*ire mesh, throw
Right Main Pump (Current Production) away.
8.3
 COMMANDER III

high pressure 10
High Pressure Filter. ... . . One,
micron f ilter cartridge
type

09 VIBRATORS

Model ..... HydraulicPowered

No... .....4 standard; 5andO op-
tional (consult factory for
more).
Vibration ..lndependently adjustable
from 0-10,500 vibrations
per minute,

10 TRACTTVE SYSTEM (GOMACO)

TravelSpeed .....Variable to 35 fpm (10.6
mpm) standard, variable
to 60 fpm (18.3 mpm) in
auxiliary travel, forward or
reverse.
UnderOarriage ... Triple crawler track sys-
tem. Hydraulic powered.
Track Length . . . . . 60 9/16 in. (153.83 cm)
overall
TrackPads. Street pads 11.81 in. (30
cm)wide
Suspension lndependently controlled
4 x 24 in. (10x60 cm) hy-
draulic cylinders on each
track controlling machine
elevation (standard) - 4 x
TravelSpeed .....Variable to 35 fpm (10.6 36 (10 x 91.4cm) hydraulic
mpm) standard, variable cylinders optional.
to 60 fpm (18.3 mpm) in DriveSystem.... .Constant horsepower hy-
auxiliary travel, forward or draulic system driving
reverse. gear reducers: Gear I€.
Under Carriage . . . Triple crawler track sys' duction 36.64 to 1.
tem. Hydrau I ic powered. DriveMotor " "' 7'1
TrackLength ..... 56in.(142.2cm)overall. )J:il:',l,3.t0t3ri"''"
Track Pads. Street pads, 10 in. (25cm)
wide. 11 CONVEYOR SYSTEM (to August 1985)
Suspension Independently controlled
4 x 24 in. (10 x 60cm) hy-
draulic cylinders on each
track controlling machine
elevation (standard) - 4 x
36 in. (10 x 91.4cm) hy-
dau I ic cyl i nders optional.
DriveSystem.... .Constant horsepower hy-
draulic system driving
gear reducers; gear reduc-
tion 16 to 1
DriveMotor..... . Ross #MAB-16-002; 11.7
cu. in. (192 cu. cm) dis-
placement.

TRACTIVE SYSTEM (Berco Series 1)

aSAFETY PAYS!!
8-4
 COMMANDER III

Length ....16ft.(4.9m) Teeth .. in mount welded to

. . . Snap
Insert .....4 ft.(1.2m)extension avail' outside diameter or dirt
able def lectors.
Belt.. .....24 in. (61cm) wide heavy No. of Teeth. 17 on 42 in. (107cm)
.....
duty rubber belting. 32.5 standard wheel, S on 18 in.
ft. (9.9m) long. (45cm) insert, 10 on 24 in.
Drive. ..... Chain drive, Hydraulically (61cm) insert.
powered, independently WheelSpeed ..... 130rpm(standard)
controlled. Trimmer Mount : . . Top mounted pins in
Speed .....0-336 fpm (0'102.4 mpm) slotted mounts, secured
reversible. with two latch con-
DriveMotor..... . Ross #MAE34-002, 28 cu. nectors.
in. (459 cu. cm) displace- Adjustments.... ,Trimmer wheel height is
ment. adjustable in relation to
Drive Sprocket. . . . 60813 (special) splined the mold board to com-
hub pensate for teeth wear.
Driven Sprocket . .608181%" keyed hub Drive. .....lnternally mounted, hy-
draulically powered mot-
CONVEYOR SYSTEM (August 1985 to Date) or/gear reducer in left end
of wheel. Right-hand
Length ....16ft.(4.9m) discharge of material
lnsert .... .4 ft. (1.2m) extension avail' standard. Optional rir ht-
able hand drive with left-hand
Belt.. .....24
in. (61cm) wide heavy material discharge avail-
duty rubber able.
Drive. .....Direct drive, hydraulically Drive Motot . . . . . . Ghar Lynn 6000, 15 cu. in.
powered, independently (246 cu. cm) displace-
controlled. ment, standard; 19 cu. in.
Speed .....0'399tpm(0-124.7 mpm) (312 cu. cm) displace-
DriveMotor..... .Char Lynn 2000 series 24 ment, mono trimmerhead.
cu. in. (393 cu. cm) DriveGearbox..., Heco.3.9to1 reduction
12 TRIMMERHEAD SYSTEM

Width .....42 in.(107cm)standard

Minimum Width . .24 in. (61cm) with special
mount brackets
MaximumWidth . . . . . . . . 10 ft. (3.04m) (consult
factory f or wider widths)
Inserts Available . . 18 in. (45cm) and 24 in.
(61cm)
Wheel Diameter . .26.75 in. (68cm)
Profiles Available . Up to 6-5/8 in. (16.8cm)
grade dif ference with
standard wheel. Consult
the factory for greater
differences.
8-5
 COMMANDER III

13 WEIGHTS AND DIMENSIONS

I
45

':-.-"-_- ]
u7 -i - l
TI

24

I
I

ll
l8

i
'Frtf----
/rl-\iii,,\_\j
thl: _r l

tj
.a.l t/
L _!+2llfl \ I gsrlz

:Brlz
- ,^*(/
L d/ljlr j
|

\r I

WITH PIVO'ING FIONI MOUNT

'IACK

L 809

Weights: Overall Shipping Height. . 8.5 ft. (2.6m) minimum

Conveyor(standard) . . . . . 1,590 lb (722.7k9) OverallShipping Length . 20.5 ft. (6.2m) standard, 21
lnsert (4 ft.; 1.2m). . . . . . 200 lb(91k9) ft. 8 in. (6.6m) with pivot'
PrimeMover ..... 15,860|b(7209k9) ing left front track mount.
Trimmerhead (42 in.; Minimum Paving
107cm) ....1,6201b(736k9) Clearance .2 in. (Scm) with standard
lnsert (18 in.; 45cm). . . . 410 lb (186k9) form.
lnsert (24 in.;61cm). . . . 500 lb (227Rg')
Slipform Mold . . . . The weight of the slipform
mold will vary, depending
on the form.
TotalWeight Less Form. . 19,680 lb (89a5kg) with
conveyor, 42 in. (107cm)
trimmerhead and water
system (empty).

Dimensions:
PavingWidths ....Standard paving widths
are variable from 0.5 to 8
ft. (15 to 243cm) depen-
ding upon the application
with options to 16.5 feet.
OverallShipping Width . .8 ft. (2.4m)minimum

8-6
 COMMANDER III

at"o-fron..
2'-5(74cm\
TO
6'-o (1.8m)
t\

A SAFETY IS

NO ACCIDENT!!

8-7
fEmmn" coMMANDERttl

NOTES -)

,I

,_)

8-8
 CHAPTER SL stake will spread, preventing the placement of the
STRINGLINE SET.UP clamp on the stake.

01 CONTENT OF CHAPTER

This chapter contains detailed instructions on

setting the stringline, which the machine follows for
straight work, radius work and for slope changes.
Accurate placement of the stringline assures
maximum control to meet strictest tolerances. Any
deviation in the stringline will affect final line and
grade.

R@ommonded Oflrgl!

Drive one stake and rod assembly approximately 1 ft.

(30 cm) behind each grade hub as near vertical as
possible. Stakes should not be placed over 50 ft.
(15.2 m) apart with 25 ft. (7.6 m) intervals recom-
mended. lf stakes are not driven as near vertical as
possible, line will be affected when grade is ad-
justed, or grade will be affected when line is ad-
sL()1 justed.
H-009{3

Drive one stake and rod assembly 15 to 20 ft. (4.6 to

The recommended distance between tne stringline 6.1 m) before the first and past the last, grade hub, if
and the edge of the finished product is 12 to 36 in' possible, to allow room to maintain line and grade
(30 to 91 cm). The recommended distance the prior to the beginning point and past the finish point
stringline should be placed above the top edge of of the job.
the finished product is 0 to 24in. (0 to 60 cm). The
distances will be determined by job conditions and
the type of pour.

02 SETTING STRAIGHT LINE

Assemble the winches by placing the crank handle

on the drive shaft and securing ii in place with the
self locking nut.
Assemble the line holder rods and clamps and place Drive a stake approximately 4 ft. (1.2 m) beyond the
a rod and clamp on each stake. NOTE: This should first stake. Place the hole in the winch mounting
be done before the stake is driven, as the head of the plate down over the stake and fasten the winch ii
SL-1
place by tightening the setscrew. Drive a second
stake througn tne slot in the mounting plate and
secure the winch to this stake by driving the wedge
plate (on the underside) in tight.

NOTE: The winch should be set at the same

height as the finished line.
!!!:|:!:tstg./;pr/&rffi',!e/s :n''aY:'1?'

Winch the line tight enough to eliminate any slack

that would affect-line and grade. To check, attempt
to twist the line. lf it can be twisted more than 45
degrees, it is too loose.

Attach the end of the stringline to the winch drum'

WinCn approximately 5 ft. (t.OS m) of line onto the
orum. tni6rt a bar inio the center of the spool of line
inO uncoit as much as is needed. lt is recommended
inat one winch be used to tension no more than 1000
ft. (3.5 m)of line.

GAUTION: THE METAL INSERTS lN THE

CETITEN OF THE LINE SPOOL MAY CAUSE
FEnsonnl TNJURY lF THE LINE ls uNcolLED % sL08
eV pI-NCING FINGERS IN CENTER OF SPOOL.

Place the line in the notches at the end of each line

notOer rod. The hole in the end of the line holder rod
is at a right angle (90") to the holder' The slot cut
down intS the h-ole is at approximately a 5' angle to
ine note. This provides a hook to hold the line in the
note. Position the line holder rod at a right angle
(gO") to the stringline so the hooks will hold the line
in the hole.

NOTE: Do not place the line in the holder rod

notch until the iine has been winched tight' The
line could catch in the holder rod notch and
affect tensioning

Drive a stake at an angle approximately 4 ft' (1.2 m)

beyond the last stake and attach the line' Attach the
linb at the same height as the f inished line will be. lt
is recommended that the excess line not be cut
loose, unless necessary.
SL-2
Using a level, plumb up from the locating mark on To adjust the line for cuts, subtract the required
the top of the grade hub and adjust the line in or out amount of cut from the distance between the line
as needed to position the line direcily above the and the finished product, to give the distance the
grade hub. Tighten the adjusting screw, in the line is to be set above the grade hub. A cut indicates
clamp, securely. the finished product will be below the top of the
grade hub by the amount indicated.

FOR EXAMPLE: lf the line is to be 2 ft. (60 cm)

above the top of the finished product and the
grade stake calls for a cut of 0.25 ft. (7.6 cm), the
distance between the grade hub and the line
would be 1.75 tt.(52.4 cm). This would cause the
f inished product to be 0.25 ft. (7.6 cm) betow the
top of the grade hub.

Adjust the stringline elevation by measuring up to

the line from the locating mark on the top of the
grade hub. For f ills, add the required amount of f ill to
the distance between the line and the finished
product, to give the distance the line must be set
above the grade hub. A fill indicates the finished
product will be above the top of the grade by the
amount indicated.

FOR EXAMPLE: lf the line is to be 2 ft. (60 cm)

above the top of the finished product and the
grade stake calls for a fill of 0.50 ft. (15 cm) the
distance between the grade hub and the line After the line has been completely adjusted, check.it
would be 2.5 ft. (75 cm). This would cause the by sight to locate any deviations in the line, or to
finished product to be 0.50 ft. (15 cm)above the adjust stakes that are set in between grade hub
grade hub. locations. Adjust the line as necessary.

SL.3
03 SETTING LINE FOR RADII material line may move towards the radius
point. lt may be necessary to "dry run" the
paving equipment and reset the line in, or out,
to achieve the correct line.

An outside radius is when the machine in on the side

of the line opposite the radius point;an inside radius
when the machine is on the same side of the line as
the radius point.

INSIDE/OUTSDE RADO To make a smoolh radius and use less stakes and rods,
OUTSOE MDN,8
use 3/4 in. (2 cm) plastic (PVC) tube. Drive the radius
stakes 4 to 5 tl. (1.2 to 1.5 m) apart. Make a special
bracket such as the one shown in fig. SL21 and slide it
over the end of the line holder rod. Place the plastic tube
into the holder and slide the bracket onto the holder so
the end of the line holder rod will hold the tube in the
holder. Tighten the setscrew.

SL14

To set the line for a radius. drive a stake at the radius

hub. Measuring out from this point, drive stakes and
rod assemblies at the correct distance from the
radius hub.

FOR EXAMPLE: lf a.25 tt. (7.6 m) outside radius

is being set and the finished product line is to
be 4 ft. (1.2 m) from the line, set the stakes at 20
ft. (6.1 m) and the line 21 tl. (6.4 m) from the
radius point. lf a 35 ft. (10.7 m) inside radius is
being set and the finished product line is to be Drive a stake and line holder rod assembly ap-
4 ft. (1.2 m) from the line, set the stakes 40 ft. proximately 4 ft. (1.2 m) before the start of the radius.
(12.2m).from the radius point and the line 39 ft. Place the stringline in the notch in the holder and
(11.9 m). adjust for line and grade as previously described'
Attach the end of the line to an anchor stake, set 1 ft.
To determine the distance to set between the (30 cm) behind the main line, so the end of the line is
stakes, divide the radius by ten. Thus in a 25 ft. slightly higher than the main line. Extend the tubing
(7.6 m) radius, the stakes would be placed no more from the beginning of the radius to the stake set
than 2.5 ft. (76 crn) apart. Place the stringline in the ahead of the starting point. Secure the end of the
holder rod notches and adjust the line and grade as tube to the top of the stringline, with tape, so the
necessary to give a smooth looking radius. machine side of the tube is even with the side of the
stringline. Adjust the tube so the bottom edge of it is
NOTE: When paving around a radius, the at the same grade as the stringline and the edge of it

SL-4
is the proper offset distance from the radius point. Stringline elevation correction is direcily related to
Set the f inish end of the radius in the same manner. and proportional to the amount of cross slope
change and the distance the stringline is from the
material placement line.
Cdttr.*E Past lO00 Fi,
Automated trimmers and pavers pivot around the
stringline. The stringline acts as a pivot point when
cross slope is changed. As slope is increased or
decreased, grade elevation is affected. At those
locations where slope changes are required, it is
recommended that the stringline height be changed
to compensate. When the stringliqe is on the left
side of the machine and the amouht of slope is in-
creased, the stringline should be lowered and the
line should be raised as the amount of slope is
decreased. When the stringline is set under the
machine and the slope is increased, the line must be
raised and must be lowered when the slope is
decreased.

Corrected Stringline

To continue the stringline past 1000 ft. (305 m), place

a winch assembly between the last two stakes of the
first section, in line with the stakes. Attach the
second section of line to the winch and uncoil the
line as required. Winch the line tight. Place the
second line in the notch of the last line holder rod in
the first section and continue setting the line in the
normalmanner.

NOTE: lt may be necessary to tie the two lines

together with small pieces of string or tape, to SL19
D-H-999-006
hold them both in the notch in the end of the
line holder rod.

To assure sensor wand clearance, drive an offset To determine the amount of grade correction
stake on either side of the last stake in the first necessary for a given amount of slope change,
section. Adjust the offset line holders to hold the measure the distance from the stringline to the
line back f rom and slightly above the main line. material placement line. Multiply this distance by
the total amount of slope change. The result is the
04 POSITIONING STRINGLINE FOR CROSS SLOPE amount of grade change necessary.
CHANGES
FOR EXAMPLE: lf the stringline is located 3 ft.
When setting stringline through a super elevation, or
(91 cm) from the concrete line and the total
any location involving a slope change, a correction amount of slope change is 4"/", multiply as
in the height of the stringline is usually necessary. follows:
Multiply 4o/o (.041x 3 ft. (91 cm)
Slope/Grade Elovation Chango

.04 x 3 ft. (91 cm) = 0.12 ft. (3.64 cm) correction

required.

Raise or lower the stringline as required. lf the

amount of slope is being increased, the stringline
must be lowered and if the slope is being decreased,
the stringline must be raised. lt is recommended to
start the stringline adjustment at the beginning of
the slope transition and make even adjustments at
each grade stake. The maximum amount of
stringline adjustment should be attained at the high
point of the transition.

SL-5
 FOR EXAMPLE: lf a slope change of 4% is
required over 100 ft. (30.5 m), adjust the line 1/4
of the total amount necessary at each of the
four grade stakes in that 100 ft. (30.5 cm). The
total amount of adjustment would be made at
the high point, which would be 0.12 ft. (3.64 cm).
The first stake prior to, or after, the high point
would be adjusted 0.09 ft. (2.37 cm), the second
one prior to, or after, the high point would be
adjusted 0.06 ft. (1.82 cm) and the third one prior
to, or after, the high point would be adjusted
0.03 ft. (0.91 cm). Adjust the line in this manner
on both sides of the transition high point.

05 SETTING THE LINE UNDER THE MACHINE

-74 9: .
aaNa)tr Cu4P

When setting the line for under the machine, when

pouring parapet wall, special holders must be made
that will not tip over. There is a variety of ways to
make holders. Some will weld a12" (30 cm) piece of
314" (2 cm) shaft to a plate of steel and others will
insert a shaft into a pail of fresh concrete and allow
the concrete to harden. lt is recommended to set the
line approximately 8 to 9 in. (20 to 23 cm) above the
grade surface.

The line is normally set 5 ft. (1.5 M) from the front

face of the wall base. Measure from the reference
point and set the line accordingly. After the line is
set, adjust it by sight for any deviations. lt is
recommended to draw a line around the base plates,
so if they are moved, they can be returned to the
exact same place.

SL.6
Percen I lnc hes Inches Inches Inches Inc hes Inches
Per Per Per Per Per Per
Slope
Foot lO Fr. ll Fr. 12 Fr. 13 Fr. 14 Ff.
o.t3% l/64t' 5/32'l ll/64't 3/16t t3/64" 7/32x
o.26% t/324 5/16'l 11rc2// 3/ga l3/32t1 7/l6tl
o.52% t/16x 5/gt/ n/r6' 3/4tt lJ/16t1 //gtl
o.78% 3/32t t5/16'l rt/32a l-t/8a 1-7/32t1 1-l/2il
t.oo% 1/8" l-t/4t, l-3/8't l-t/2a l-5/8'l 1-3/4tl
1.50% 3/16a l-7/gx 2-1/16a 2-1/4il 2-7/16tl 2-5/gtl
2.OO% 1/4tt 2-t/2' 2-3/4n 3x 3-l/4tl 3-l/2"
3.OO% 3/gtl 3-3/4n 4-t/8" 4-t/2" 4-7/gx 5-l/4tl
4.OO7. l/24 50 5-l/2il 6" 6-t/2' 7tl

Relotion of degree
& percent slope

tll
2
4

SL-7
 )
NOTES
! d"\,
':.i, as

,.F,F;]
t
i[r
1' .it, t"

t: