06-16-2016, 09:18 AM
Dean has given you some good pointer. I would suggest that the mechanicals, most notably their condition, are much more important to your enjoyment than the carpet, etc. In the time frame you are taking about, you are likely going to have a choice of:
1) length - by 1980, 36' was the shortest Newell, prior to 1986 all were 96" wide. In 1986 the wide body (102") was available in a 40'. 39 and 40' coaches were available by 1986 with or without a tag. The narrow body is easier to get into very smaller parks but the wide body offers more open space inside. If the windshield is two piece during this time period, it is a narrow body, if it has a narrow third section in the center, it is a wide body (this is only applicable to the classics as all the Series 2000's are wide bodies and have only two piece windshields. If you use National/State Parks the shorter coaches are more likely to be allowed in. In private parks and boondocking, size typically is not an issue (in the 36 to 40' range).
2) engines - there are a few owners that specified an unusual engine (and some have been re-powered since) but by the 1984 models the engines were the 6V92's, the Cummins V903 and the Detroit 8V92T. The 8V92's were more powerful (approximately 100 additional horsepower) and heavier but during the time range you are looking into, the VAST majority will be 8V92's and most will be manual (non-electronic engines). In 1987 models, some began using the DDEC (electronic engine control system engines in the 8V92T. I would typically suggest the most powerful engine you can get if you are going to be driving in the mountains. On flat land, any of the engines will be superb and get better fuel mileage. If possible get an oil analysis as it will be a good indication of engine condition. An engine going bad is by far the most expensive thing that can happen to a coach. Mileage means very little IF the coach has been well maintained. The Series 60 was a superb engine but didn't exist during this time frame and the conversion would not be reasonable.
3) axles - by 1987 most were 3 axles due to the increased rear axle weight with the larger diesel engines and the growing lengths. The tag axle will add 10,000 pounds to the carrying capacity. They do increase the turning radius but give much more loading carrying capacity and increase straight line stability.
4) transmissions - the earlier ones used 5 speed Allisons (mostly with the lower horsepower engines) and the later ones used 4 speed Allison HT740. The 5 speeds were used not used much with the 8V92's after 1984 due to rougher shifting with the higher horsepower engines per Newell. Go with whatever it has. You will likely NOT find 6 speed Allisons. I have seen one 1984 listed as having a 6 speed Allison but I am skeptical. With the 350 HP engines the 5 speed is needed but not with the 450+HP 8V92's. Again, unless you are in high mountains (think Rockies), the extra gears are of little benefit unless you have the lower horsepower engines.
1) length - by 1980, 36' was the shortest Newell, prior to 1986 all were 96" wide. In 1986 the wide body (102") was available in a 40'. 39 and 40' coaches were available by 1986 with or without a tag. The narrow body is easier to get into very smaller parks but the wide body offers more open space inside. If the windshield is two piece during this time period, it is a narrow body, if it has a narrow third section in the center, it is a wide body (this is only applicable to the classics as all the Series 2000's are wide bodies and have only two piece windshields. If you use National/State Parks the shorter coaches are more likely to be allowed in. In private parks and boondocking, size typically is not an issue (in the 36 to 40' range).
2) engines - there are a few owners that specified an unusual engine (and some have been re-powered since) but by the 1984 models the engines were the 6V92's, the Cummins V903 and the Detroit 8V92T. The 8V92's were more powerful (approximately 100 additional horsepower) and heavier but during the time range you are looking into, the VAST majority will be 8V92's and most will be manual (non-electronic engines). In 1987 models, some began using the DDEC (electronic engine control system engines in the 8V92T. I would typically suggest the most powerful engine you can get if you are going to be driving in the mountains. On flat land, any of the engines will be superb and get better fuel mileage. If possible get an oil analysis as it will be a good indication of engine condition. An engine going bad is by far the most expensive thing that can happen to a coach. Mileage means very little IF the coach has been well maintained. The Series 60 was a superb engine but didn't exist during this time frame and the conversion would not be reasonable.
3) axles - by 1987 most were 3 axles due to the increased rear axle weight with the larger diesel engines and the growing lengths. The tag axle will add 10,000 pounds to the carrying capacity. They do increase the turning radius but give much more loading carrying capacity and increase straight line stability.
4) transmissions - the earlier ones used 5 speed Allisons (mostly with the lower horsepower engines) and the later ones used 4 speed Allison HT740. The 5 speeds were used not used much with the 8V92's after 1984 due to rougher shifting with the higher horsepower engines per Newell. Go with whatever it has. You will likely NOT find 6 speed Allisons. I have seen one 1984 listed as having a 6 speed Allison but I am skeptical. With the 350 HP engines the 5 speed is needed but not with the 450+HP 8V92's. Again, unless you are in high mountains (think Rockies), the extra gears are of little benefit unless you have the lower horsepower engines.