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Does anyone know which diverters, cartriges, etc are needed for a Wasauna WS'6140B shower panel? I can't find anything on Wasauna panels on the internet. I guess they went out of business during the last financial crisis.The coach is 1261, 2009. Thanks.

I thought I'd ask before just digging in, especially because its not obvious how to take it apart and I'd like to think I can get it back together before the summer travels in a couple of weeks. There was no info in the literature boxes that Newell provided to the original owner.

Hey kids, its how'd you do that time!! (not Howdy Doody time).

I have a 2009 quad slide, coach #1261, with sagging ceiling mirror plastic in some of the slides. I'd like to re-glue the mirrors but I worry that some types of glue may react with the mirror coating. Does anyone have any experience with this? Maybe I'm overthinking this but I thought I'd ask before just going with my go to 3M 10 neoprene contact adhesive. Any thoughts are appreciated. Thanks.

Hello Everyone - As Everyone on here Knows, Air Leaks are a Big Part of getting to Know your Newell Coach,
I am going to begin replacing my push-on fitting with DOT Brass or Stainless fittings.(What would be Preferable?) What would be a GOOD starting inventory to have on hand to Begin This ‘Road to Recovery”. I know it will not be Inexpensive but running back and forth or Ordering online can be Very Time Consuming! Some Guidance from the “Enlightened Guru’s”, would be Greatly appreciated!! Thank You!!

My ailse lights not working, i dont have 12v to bedroom floor or the kitchen floor lights.  I have searched both fuse panel  not kinding a fuse blown. Would anyone have sugestion.
Thank you,
James Price
Coach 647, 2003, 60D

So I have been thinking a bit about airbags especially the drive axle air bags. I noticed that my coach tends to lean and sway quite a bit and I think it’s also part of the reason the coach tends to wander when going down the road. I know there are other potential issues for wandering so do not want to get sidetracked on those for this discussion. 

So my thoughts are that the ping tanks with the large line going to the axle may be contributing to the excess lean. So my rationale is as follows, because the air is not limited to what is in the bag but also the volume in the tank, now you have more volume that can be compressed. I think this is allowing the coach to lean more by compressing the increased volume. Question I have is for those folks that have done away with the large line bags and have gone to the smaller line bags do they notice any lean difference?

Another factor that I am sure affects things is my coach is a hump back coach so the center of gravity may be higher. 

So I may end up doing an experiment by using some reducing fittings and running smaller lines to my drive axle air bags direct, get rid of the ping tanks and use the smaller fill line. See if this improves the lean and hopefully also improves it when driving down the road which would also help a bit with wander possibly. 

Just some musings to keep my mind busy while I have a thousand other things I am trying to get done.

i deal with these alot since i sell the rebuild kits for them.    i know i have posted about this before but thought i would refresh everyone.

these valves were used in newell leveling sytems from the late 80's to about 2003.  in the earlier coaches newell made their own manual leveling system with toggle switches on the dash (my 90 had that).  they still used these valves or the earlier kip valves that were the same except for the coil.  when they went to the hwh leveling system they all used the rap1940 valves

they are also used on a wider range of foretravels and any other coach of that vintage that used the hwh leveling system.  

these valves are designed for much higher activation rates than what the leveling system or ride height system gives.  so why do they faieaning leak).  first of all the coils almost never fail.  i have only seen a handful fail (one was on tims coach when he was here doing his slide seal and i had a spare coiil to replace it with)

so...the leaks come from 3 different ways from what i can see.  i have replaced dozens of these things on mine and friends coaches.  

1.  i attached a picture of 20 some old plungers that are inside the valves.  you can see the indented ring in the blue seal.  the orfice inside the valve body is raised up and kinda has a sharp edge.  when the valve is not energized, the spring on the plunger inside the stem pushes the seal on the plunger onto the orfice....thus sealing it so no air can pass.  the only time air should be passed from the valve is when the plunger is pulled up by being energized and allowing air to pass to or to be let out.  when you are in "raise" mode on one of the valves, the raise solenoid is energized, pulling the plunger in and allows air to flow from the air system to the airbag you have selected.   conversely, if you are wanting to "lower" the air bag, the lower solenoid is energized and the air is let out of the airbag by the plunger being pulled in and air being let out.  

that seal is the culprit.....if it leaks when closed, then you can have the airbag slowing raising....or slowing being let down....

these are just a rubber seal....1.  as it gets old it gets less rubbery....2.   our systems are not clean systems.   water and rust and junk is often in them, and if a piece of anything small goes through and gets between the plunger seal and the orfice, it can make a little dent and cause it to leak.  slowly. 3.  it is possible though incredibly unlikely that the spring that forces the plunger to seal against the orfice has gotten weak.  my kits have new springs to eliminate that issue.  

as we have all learned, if you have a corner of the coach that is dropping or raising then there are lots of things that can cause it.  air lines, fittings, the airbag, the seal leaking like i have described above, etc.  it is not a sure thing to replace the plunger and spring, but does eliminate that with a fairly easy job.  

i posted  a few other pictures.  the fender washer is actually my tester to see if the valve is energized.  if you dont have one a screwdriver will work (ha)   when the valve is energized the coil is just an electromagnet.  so if you put the washer on the nut or end of the stem on the valve it will stick.   dont need no expensive meter....ha

the other is of a valve that was replaced.   i have seen a number of these from rigs.   it was tightened too tight in the manifold and in so doing distorted the inner brass ring that holds the o ring.....why does that matter?  my picture isnt great, but it shows with the o ring out the damage that was done.  that brass outer lip was distorgted and it broke a hole in the bottom that allows the air to leak by the oring to the manifold.   do not overtighten these valves in the manifold.  i put some o ring grease on them and just snug them in.  the o rings seal them, not metal to metal contact between the valve body and the manifold.  

well, thats all folks.   

hope that explains some things about these valves and how they leak and fail.  

with keeping your air system clean of water and rust, once you rebuild these valves they should last a very long time.  

later

tom

    Thank you all for alowing me to join.  I currently own a Monaco and am looking at a 2002 Newell.   I have joined your group to learn.

I have attached a photo of the Unit I am looking at.  It is advertized as damage to the roof.  If anyone here has information on this coach I would love to hear from you.

Rick McLain
Stockport, Ia

I have a 1994 Newell 45 with an 8V92 at HT740 Allison. My transmission is shifting late and I’m assuming it’s a modulator air pressure adjustment. Owner’s manual states it is in the passenger side engine compartment but I can’t find it. 

Anyone have any experience with this?  

Coach 349

My new fangled a/c system arrived yesterday. This is a complete kit sans refrigerant of which I bought a small jug of R134a. We have some rain storms heading in so I will try to get some of this installed or at least figured out where they "should" go.

I have my coaching right now had the tag bushings replaced and also a tag bearing on the driver side and the wheel seals.. they had also called Newell to get the correct ride height adjustments. They are getting it aligned now.They  have those and have it set to what Newell told them. they kind of thought the ride height control valves operated slowly. Is that normal being something different from more of a semi application that they would work on? My coaches 465 He said there was one ride height control valve in the front and one on each side in the rear buy a frame rail. Does anybody know what those part numbers would be on those?