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I had actually thought about this several years ago and worked up some numbers way back when. The numbers looked acceptable back then but I didn’t have any time to pursue it and shelved it for later. I am glad someone else is exploring the possibilities. Here are the numbers I came up with...

You can only make a pinion so small. In order to get a taller ratio, you need to make the ring(and pumpkin) a lot larger...

Applying air at the front red/emer gladhand should fill the tanks, and it should also release the park brake, just like when you tow the vehicle. It should not effect the park valve operation, if it is getting supply air it should stay in when pushed.

Park air comes from a 2way checkvalve between primary and secindary air feeding tge pedal. It is located to the left of thebrake pedal. If the service brakes apply air, then air is reaching the 2way. You can loosen tge middle 2way fitting if air comes out then it ismaking it thru the 2way...

Not sure how much prwssure is required to hold in the knob, but basically yes. The park springs need about 60 PSI to fully compress and release the brakes.

I dont think the center diff would survive this... I think you still wont be able to get into 7th, and without mode you are a 1 wheel drive vehicle(any single wheel spins means you are parked:)). That 70/30 split serves another purpose and is common on AWD vehicles. For driveability/control...

Will have to look into the 5th wheel plumbing as I am not specifically familliar with it. It should be basically paralleled off the normal rear gladhand fittings as it serves the same purpose to feed trailer with red and blue(park/emer and service air) brake air. Maybe you didnt cap something...

Park brake button popping right back out indicates no air is reaching the park control valve. Or the valve itself has an issue. It requires air to hold the control in the in/on/air applied/park brakes released position. If all the air bleeds away, the control will pop out under spring...

Or it is a metal re-enforcement from inside a seal…

It may be the end cover or cover/guide for the cable that is used to raise/lower the window.

So were you in mode? The air from the passenger side could have been the intermediate axle diff solenoid releasing which would happen with a shift either into or out of mode… as suggested check the codes(up and down arrows simultaneously to enter maint mode, then mode button to step thru the...

Idk spring rate, i know of no-one who has removed any leafs. i do know someone who added bags to the rear to balance things a little better with the habitat weight they added…

I would say time is at least as important as concentration. In the end the only thing you can do is get it out and eliminate the source, and the sooner you do that the better... will the trans survive? Only time will tell… love those videos from “professionals” like tim the transmission guy...

Yes vehicle speed sensor is in the transfer case at the output, same as any other vehicle. I do not know if the TCU can alter/scale the output, but the speedo dip switches will need to be changed to display correctly. CTIS uses the raw speed pulses so will also be out of wack and not sense...

Its not so much bringing back 1st gear, that low 1st range is the add-on gear to the 6 normal speeds found in the 3060 core transmission. The 2nd gear that it starts in is actually the normal 1st ratio for the 3060 trans + the fixed 1.2:1 transfer case ratio… You could always down arrow to...

Yep, because if you get into a situation where you lift one of those 4 rear wheels or float an axle(small ditch or rise), all the torque will escape there and the other axle will loose all its applied torque. Locking that balancing diff keeps torque moving equally to both axles… it is the same...

Its only an issue if you have a winch truck, the aux input can be reprogrammed on any other truck for exbrake kickdown/pre-select.

Sadly multiple fluid changes is probably the best option…

All of them, thats weird. @superman may have an idea, but nothing I have seen shows the solenoids as a discrete component. There are at least two manifold block variants used on the LMTV that I have seen and they use different style pilot solenoid assemblies to manipulate a small amount of air...

I suspect it would, but you would have to get the truck to shift down to that gear first, same as using the down arrow. And like the down arrow, I suspect it would be overridden by high RPM for safety… you can read about it in the appendices of the MD3060 troubleshooting manual… and of course...