• Bent slide lock mount
  Forum: Slides
  Last Post: B Humberstone
  5 hours ago
  » Replies: 6
  » Views: 127
• Pinch Bolt Spindle Nut
  Forum: Suspension/Tires/Wheels
  Last Post: Jack Houpe
  Yesterday, 07:01 AM
  » Replies: 5
  » Views: 144
• Black tank plumbing and o...
  Forum: Plumbing and fixtures
  Last Post: Stapleton42
  04-28-2025, 03:57 PM
  » Replies: 15
  » Views: 8,785
• Gast compressor
  Forum: Air Operated Systems and Leaks
  Last Post: dannymarilyn
  04-28-2025, 11:18 AM
  » Replies: 6
  » Views: 208
• Front compressor running ...
  Forum: Air Operated Systems and Leaks
  Last Post: hypoxia
  04-28-2025, 05:33 AM
  » Replies: 7
  » Views: 237
• Detroit Series 60
  Forum: Engine and Transmission Monitoring Systems
  Last Post: Richard
  04-28-2025, 04:21 AM
  » Replies: 40
  » Views: 20,685
• Who are the experts? I wa...
  Forum: General
  Last Post: tobflyin
  04-27-2025, 12:06 PM
  » Replies: 3
  » Views: 263
• Coleman 2 Ton RVP6536 Ser...
  Forum: Replacement part information
  Last Post: rickj
  04-27-2025, 11:09 AM
  » Replies: 0
  » Views: 69
• 1989 Newell on Auction
  Forum: Coaches for Sale (Please read the info in the Category description)
  Last Post: rickj
  04-27-2025, 10:40 AM
  » Replies: 22
  » Views: 16,113
• East Coast 2025 No Rally ...
  Forum: Get Togethers
  Last Post: Fulltiming
  04-25-2025, 06:00 PM
  » Replies: 40
  » Views: 10,227

• Forum posts:67,397
• Forum threads:8,016
• Members:3,847
• Latest member:Jhenson85

I just discovered that my salon slide front locking pin mount is bent out at the bottom. Where the mounting plate is welded to the box tubing it has cracked at the bottom and the box tube is distorted. The lock unit is so bent that when extended the little stop plate that the valance mounts to just slides under it, then when the pin extends it misses the receiver hole. When retracted the pin goes into the hole on top of the slide but since it’s angled inwards it pushes the slide in about a half inch at the top
I have read on here that some people have capped the houses and just removed the pin. 
My question is what wiring jumper are needed to keep everything happy.

So I went over to help out fellow Newell owners replace a wheel seal on their tag axle this weekend. This is a 2003 Newell and the tag axle wheel is dished out not dished in like my 99. I pulled the hub cover off and was surprised to see a Prevost style spindle nut. Its a pinch bolt nut, it uses a bolt to pinch the spindle nut to keep it from coming off. These are a pain to get the nut off the bolt, and I had to use a chisel to get this one to come loose. We had to source a new nut from a local hardware store. I also had to improvise tools to remove the spindle nut and to tighten it. I was not able to use the torque values to set the bearing preload but I did tighten it really good and backed it off. Checked it with my dial indicator to verify the end play was in spec, between .001 and .005 per TMC wheel end procedures. 

I am thinking it would be nice to know if they have a replacement for this style of spindle nut, I am not a fan at all. Its very difficult to get a wrench in there to get the nut off the pinch bolt and its a locking nut that is not designed to be re-used. 

I know Vinnie got some pictures of this work, maybe if he sees this thread he can post some of his photos. 

This is an image from a Prevost as I did not get a photo of the spindle nut, it was very hot outside and I was just doing good to get this job done.
Here is what it looks like:
   

Just rebuilt Gast compressor with the rebuild kit from Gast (about $241). Easy to do, but not for sure if needed. The biggest problem was the compressor outflow check valve allowing air to feed back into compressor. I installed a new pressure relief valve that is on the opposite head and it is no better than the original. During my test (test jig into a big portable tank, about 10" x 30"), I found some air still leaking around the cylinder heads. I called Gast and the tech person advised me that was basically normal to allow the air to leak off the heads for the next starting sequence. It was just very fine, very small bubbles around the head gasket.
The air line to the pressure switch was one of those $*%%^push in type air fittings. Now changed to DOT compression types (1/4") with NO leaks. Also, a weatherhead socket is handy to remove the brass fitting off the switch. Tight fit and the screws would not release the bracket. I bought mine at Sunex, on Amazon, of course. I added a air/water separator to the compressor output hose (3/8"). I didn't have the space anywhere else to install a slightly larger compressor. If anyone has another Gast cpompressor laying around, I'd like to buy one for a spare. This one only lasted about 34 years.

Hi Folks,

I've searched the forums a bit but I know everyone has different air setups. I also watched the youtube videos which were quite helpful in understanding the basics but I'm trying to understand how my coach works as it has a different setup than the ones mentioned on the video.

From my understanding, I have dual 120v Thomas compressors up front, and then the engine driven air pump (no 12 volt compressor). When letting the coach sit for a day, the front compressor pressure drops to zero, but when I turn key on to check primary and secondary pressure it still reads anywhere between 95-110. I also noticed when we purchased the coach that when the engine was running, we would occasionally hear the front compressor come on. I inquired on this and the seller thought this was normal. 

So, my question is:

1. Should the front compressor run at all when the engine is running (assuming it has built up engine pressure).
2. I would assume there's a shutoff to keep air for the chassis when it falls below a certain point, is that the case? And at what pressure should it isolate?
3. If there isn't a shutoff, how could my front compressor gauge read Zero but my primary tanks read 100?

I am planning on fixing all the leaks and hooking it to shop air, but it would help to understand the systems a bit and fix other issues while I'm there. From what I have read, the older design with 12 volt compressor had different pressure settings for the 120v and 12 volt compressors (far less then engine pump), so they wouldn't kick on until it dropped to different given points. But, I think the 120v dual compressor setup is set to kick on around the same pressure as the engine compressor. This may explain the front compressor running with engine running, but wouldn't explain the front dropping to zero when the coach sits without losing a lot of air from the primary. Anyone with my vintage or perhaps newer coach have my type of setup?  I welcome any/all suggestions!

Thanks all,

This is a 6536 Series Coleman 2T rebuilt basement unit. It was new in 2011 and OEM parts replaced over the years; it was rebuilt in 2024. When removed April 2024 it was running; the blower motor capacitor needs to be replaced as the squirrel cage fan will not engage unless the fan is turned manually.
See attachments for more details and pictures. Asking $975

Hello All,
We have finally decided to sell Coach #385.  We recently moved to the water with a great dock.  Looking to buy a boat to do some traveling/recreation in and the LAND Yacht will see little use, so for sale it goes.  
Here are the specifics:

• 1995 Newell 45', no slide, mid entry, tag coach.
  
• 153XXX miles.
  
• Detroit Series 60 505HP, Allison Transmission
  
• 20 KW Generator with 49XX hours
  
• Tires all good, tag 2019, front 2020 (larger 315 size), drive 2022
  
• Buffed and waxed 2024
  
• Newer Samsung Fridge
  
• Heated tile floor
  
• Carpet replaced with hardwood
  
• Aquahot, diesel and electric, replaced at Newell, 2020 ish
  
• 4 AGM house batteries, with newer inverter.  Inverter runs Fridge and outlets in Galley (6 battery compartment if you wanted to add more capacity)
  
• Solar panels on top, not sure of KW, system works
  
• Girauld power main awning (newer controller replaced at Newell), with manual awnings for the windows
  
• Newer manual shades inside, all windows
  
• 180 gallon fuel tank with additional 90 gallon Generator/Aquahot fuel tank.  Both tanks tied together.
  
• New queen size mattress 2024
  
• Newer upholstery in the dinette
  
• All exterior lights changed to LED fixtures 2024 (except reverse lights) HID low and high beams
  
• Front 6 pack manifold rebuilt 2024 by Newell
  
• Radiator and CAC rebuilt, new turbo 2023 with all new hoses
  
• Newer shocks 2014
  
• Full length slide tray installed 2024 with tool box
  
• Rebuilt dump valves 2024
  
• Records back to the original owner, work done at Newell and MOT.
  
• New passenger windshield, new wipers. 2024
  
• New Garmin RV GPS with backup camera and forward facing front camera. 2023
  
• New engine monitoring tablet with the latest Silverleaf software. 2024
  
• New 43" Smart UHD TV up front.  I use T Mobile WIFI and internet.  There is a newer satellite dish on the roof, but I never hooked it up to Direct TV.
  

The coach runs well, is dependable and still looks up to date.  One thing we really like is the head is completely separated from the rest of the coach by an air operated door.  This makes it very private.  I have fixed, replaced, maintained many items on the coach since I have owned it.  I would take it cross country anytime.  Please contact me for more details.  Coach is located in inside storage in Eastern NC near Greenville.
Asking Price $72500.00

Karl
603-562-8377
[email protected]

Hi everyone. I'm working on my 1983 Newell. Heating is done and now I'm moving onto the AC. This is a 40' RV with 3 mini air conditioners, one in front, one under the kitchen table, and one in the rear closet. Back one works, but the middle two need work. They dont seem to have any data plates but are rated 1-1.5 ton according to my father who is a HVAC guy. Split system. Capillary tube's. We're trying to find out what type of refrigerant these systems would have used without having to purchase an analyzer. Any help would be greatly appreciated.

So I went to the dark side with the 2007 Prevost Legendary XLII below a couple of months ago.  It has been amazing to have been a part of this group for the last 4+ years, making new friends and learning about 458 and 653.  653 went off to it's new home today with a lovely couple that will I'm sure announce themselves soon in this group.  While I changed brands I won't be going anywhere anytime soon as to me this group is about way more than just owning a Newell.

While cruising at around 63 mph display shows 6 6 meaning in 6th gear. all of a sudden it downshifts and shows 5 5.  can someone explain.  after a minute or so goes back to 6 6.
in economy mode on cruise control. never touched the transmission console.

Didn’t see where this was addressed directly, but could’ve missed it. Ordered new rear bags, passenger side for my 99. My old bags had large 1” (?) ports with a 40 degree or so angled fitting.  

As mentioned in other posts, Newell is shipping the newer bags with a much smaller port. They offer a fitting kit to step up to the larger fitting on the hoses. 

The drive axle bags are fed by a single hose that Ys to feed both bags. The Y is very short and made to comfortably fit that angled fitting. Not sure if this is common. 

With the new vertical fitting assortment, the hoses are too short. 

Wondering if anyone had a school solution already that didn’t take 10 adapters to make work?