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And maybe a few brain cells:)

Believe the ”curb weight” figure includes ~1000# of crew and fuel weight…

As long as it was driven normally to the point where you are starting the tow from then everything inside the trans would have been normally lubricated, and you should be OK for up to a 100 mile flat tow at low speed.

The Allison 3000 series does not employ any locking/park pawl in its design. It will roll any time that the engine is not running(no hydraulic pressure to lock clutches) and a gear is not selected… The lube level is below the turbine assembly, so no possibility of natural splash in the main...

Neutral engages the C5 clutch in the transmission. I have not specifically determined what the C5 clutch does for you in neutral… now I do know that Allison does not like to switch more than one solenoid pair at a time. IE: using pulse width modulation, they roll off one, while simultaneously...

H is the main power input feed from CB40… F is the tie back to the main ground distribution point in the power panel, TB2. Line F is also tied to pins A and B in the solenoid connector and provides the ground return for the solenoids when power is applied to R, B or C on the controller...

oh I agree, the only fairly steep eco hillclimb shot I have seen they were starting to spin, but still motored right over the top…

If you get a chance, measure slope angles you drive up or cant:)

I haven’t found one on my axles…

yep, but it also needs to survive being drug and spun thru the mud. Thats the trickey part… i have the other parts worked out in my head, just not a wheel speed sensor that is surviveable…

Dedicated power systems might be a little overkill. The systems you are talking about powering are pretty robust, otherwise we would be discussung their failures here regularly, and we simply do not, despite all the alt and batt issues we see. There are other ways to do this also, Newmar makes...

This could be as simple as that C7 valve down in the transfer not opening fully. If it were something else leaking I would expect to see a significant drop on main pressure, but if it was driving thru gears fine in mode it does not sound like that was the case...

Also which main did you check? I suspect they used the retarder control circuit(solenoid H) to control center diff lock(note in the schematic shows H and output speed sensor either going to retarder or transfer case). Main pressure is fed aft into the transfer case housing and down. There is...

Was that with C7 engaged? My reason for asking was if you had something gushing i would expect to see a drop in main pressure. I am sure it is normal for all the clutches to leak to some extent and the pump makes up for that with enough volume To maintain adequate pressure. But if there was...

probably the slower speed of 1st allowed enough torque to pass the friction material so it appeared to be working in first… did you by chance check main pressure?

Or a leak somewhere not allowing it to stabilize in the prescribed amount of time…

Yes. It is relatively easy to replace one of the elbows out of the wet tank with a T and add a pressure tap. Right above the protection valve is the CTIS pressure switch on an elbow. I replaced that street elbow with a street T and re-attached the CTIS switch. I put the original street elbow...

You know thats a good question, re-reading the original post. The valve in this last pic on the side of the wet tank is a pressure protection valve(only lets air exit tank when tank is above 85 PSI). It cannot be removed. It feeds CTIS, fan air, and cab suspension. So @Littlejacy what exactly...

Yea its kinda nice to check the tire pressure from the drivers seat:)