might then engage the hydraulic brake system 142 that would provide braking torque 250 in order to slow or stop the machine 10 fig6 shows a plot of vehicle speed on the horizontal axis decreasing from left to right and torque on the vertical axis as shown in fig6 the previous systems would cause a torque gap between the retarding torque 240 and the braking torque 250 the gap exists in part due to a time delay between when the hydraulic brake system 142 activates the front brake solenoid valve 144 and the rear brake solenoid valve 146 to when enough pressure is built up in the hydraulic brake pistons 148 to provide braking torque 250 the previous systems therefore produce at least two negative results first the torque gap allows the machine 10 to free wheel for a period of time even though the brake pedal 150 has commanded retarding second when the braking torque 250 becomes available it may be higher in magnitude than the retarding torque 240 at low speeds the higher braking torque 250 leads to abrupt retarding of the machine 10 one aspect of the current disclosure provides for a solution to smoothly transition between retarding torque 240 and braking torque 250 at low speeds the system defines a retarding threshold 270 a pre pressurize threshold 280 and a pre pressurize deactivation threshold 290 the plot in fig7 shows a plot of vehicle speed on the horizontal axis decreasing from left to right and torque on the vertical axis when speed of the machine 10 drops below the pre pressurize threshold 280 the brake ecm 132 activates front brake solenoid valve 144 and rear brake solenoid valve 146 in order to pre pressurize the hydraulic brake pistons 148 in the front and rear.