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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:)

No, there is no reason you cannot pull the PCU valve and the lines. CTIS does nothing until the PCU is sealed AND pressurized, so without a controller it is not an issue. The air supply line to the PCU is Td to the fan control air valve right where it comes thru the floor, so the port on the T...

Pressure specs for the idle RPM clutch tests. the C6 test port is towards the rear of the control module…

Yep need the wire numbers, couldnot find those TL numbers referenced anywhere.

Not the transfer case, its the transmission. It sounds as if your C6 valve is stuck open. It operating normally only in first is a important clue. That is the only place the C6 clutch is used. If it is engaging all the time you are trying to apply 2 gear ratios simultaneously, effectively...

Well if they are not designed for it, we are in trouble, as the stock A0 is capable of 6600LB of thrust per wheel at the tire, or 26,400lb of total pull from the tires… The vehicles themselves can weigh far more than 26,400lb, all supported by the exact same hardware exposed to driving...

Having had to do my share of extracting stuck vehicles, I have found I would prefer to not dig, roll around in the mud or crawl in or under vehicles mired in the muck. The problem with cribbing and jacking is it needs to remain perpendicular to the lines of force. Now simple is not always...

I have seen something similar used in search and rescue. The hard part might be pulling the stakes out when you are done…

I think the "bush-winch" methodology has a lot of potential for our vehicles as it also provides a type of traction control with the wheel that wants to slip putting more load on the winch line and transfering more drive torque to the wheel that is not slipping...

Force/energy tends to take the path of least resistance. There is less earth pressure/resistance above the disc center than below when pulling it horizontal, as the upper earth has only its weight/air to push against(its more fluid than solid). So the soil on top will push upward, and provide...

The problem with jacking is it can take a pretty large sole plate(several sq/ft) to keep the jack from sinking/provide any meaningfull lift. Then there is getting to a suitable jack point while the truck is belly deep, same with chaining up a buried axle...

Clean up the pitting on the disc and contacts, and it will probably be good for years...