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I believe I have the Bosch wiper motor on #525.  Has anyone replace the wiper arm shaft bushing/bearing in the gearbox?  

Thanks
Steve

Our '86 has an Allison four speed with Stone Bennett shifter , hydraulically activated. Started having an intermittent problem shifting from neutral to drive during a 700 mile trip Friday . Twice it also would not go into neutral from drive , so I had to manually move the lever at the trans . Problem seemed to worsen as the day got hotter .
I can't see anything obvious at the trans shifter station , and the toggle shows voltage on outputs when moved forward and back . The shifter has an accumulator which has a Schrader valve on it . I am wondering if this should have air pressure . It seems like it should , but I want to be sure before trying to add air . Trans shifts fine , no slippage .
Anyone have any info on these shifters ?
Thanks , Chris

My entry door's skin had de-laminated which caused the door to drag on the sill.  It was twisted enough that the top aft corner stuck out past the drip rail.....approximately an inch.  I had been putting it off as I dreaded the VHB tape removal process.



I picked up some 3M spray adhesive remover and a 3M adhesive eraser wheel.  Removed the door and set it up on the work bench....known to be flat and level.  After getting the outer skin removed from the door I cut down the thickness of the VHB as much as I could with a razor window scraper (the wide bladed, long handle variety).  Using the wheel (in an electric drill) and adhesive remover I was able to clean the VHB from the door and skin at at rate of 12 linear inches per minute....yeah!



The interior skin is still intact so I left it alone, but did check squareness and twist.  Corrected a slight warp with a shim under the low corner.  Roughed up the bond line with a coarse grit sanding disc cleaned with solvent.   Used Sika 252 as I had on hand and the specs (shear, tensil and elongation) are better than the VHB.  Clamped the skin with light pressure and caul blocks so as not to squeeze out to much adhesive.



Happy to report the door is hung is square in the opening and pretty much fits flush all the way around.  Closes with a thunk and opens so easy.....wife is happy life is good:-)
               

As I am searching for my first Newell, I see that the older models typically had the 2 stroke 8v92 and then they advanced to the DD S60.  My dad was a charter bus driver for 20 years and raved about the Series 60 when his buses had those for a powerplant.   I see that Newell had some CAT C12, C13 and then stepped up  to the big 625hp CAT C15 before arriving at the Cummins ISX 650.

I have heard that 8v92 drivers experience around 5mpg while Series 60 approaches 8mpg.  I am not sure if this is universally agreed on, and I know precious little of the other platforms.  My guess would be that the C12/13s would be closer to the S60 while the C15/ISX650 would be more around 5mpg.

Would love to hear some real world feedback.  Budget will likely put me in a coach with the S60 or a C12/13, so if you have feedback on these platforms, I'd be glad to receive your knowledge.

We have a 1983 Newell with pneumatic windshield wipers.  One of the wipers is moving slow and not at times at times.  The other wiper works fine.  Any suggestions regarding repairing it?  We are about to take the assembly out, but am looking for thoughts from anyone who has fixed a similar problem.  We are aware that a replacement of the total assembly is costly, so are hoping we can fix it.

UPDATE: We took wiper motor apart, serviced it and still not working. Purchased a new wiper assembly, installed and all is well. Thank you members for your suggestions!

Greetings! I'm new the forum and am very strongly considering jumping into purchasing a 2007 P2000i Newell. I am requesting your wisdom. This would be my 1st Newell. I would like to purchase a newer model, but feel most comfortable with the 2007-2008 price-point. This particular unit appears to be very clean and the floor plan speaks to my wife and I. It is a one owner rig that I'm told was serviced at the factory each year. It was stored in the garage and has low miles. 

Does anyone know this rig? 
https://www.themotorcoachstore.com/--200...-cat-625hp

Any information/advice/history would be appreciated. 

I appreciate any wisdom you could give me regarding this unit.

Greetings! I'm very strongly considering jumping into purchasing a 2007 P2000i Newell. I am requesting your wisdom. This would be my 1st Newell. I would like to purchase a newer model, but feel most comfortable with the 2007-2008 price-point. This particular unit appears to be very clean and the floor plan speaks to my wife and I. It is a one owner rig that I'm told was serviced at the factory each year. It was stored in the garage and has low miles. 

Are there any warnings you would give me regarding this year of model?

I appreciate any wisdom you could give me.

                [attachment=7001][attachment=7001]1969 Newell. 35'.  534 cu Ford Gas Pusher.  One of the earliest models.  South of Sacramento, CA, East of Stockton, CA. $14,000
Inside original and good condition.[attachment=7001]

Under my coach, in front of the differential is a heat exchanger unit for the radiator fan hydraulic fluid. Mine has 2 electric cooling fans. Are these fans supposed to be always powered on, or temperature controlled by fluid sensor and relay? This heat exchanger is not for my dash air, that condenser is mounted more forward. The exchanger I am asking about is not the transmission fluid cooler, but solely for the radiator fan motor hydraulic fluid. Any help would be appreciated.

Yes, I know, I have an uncurable obsession with how the coach handles. Despite all my handiwork on my own coach, there was something that just wasn't to my liking. 

Here were the symptoms, and they were most pronounce on a very smooth, and lightly crowned road. There were not detectable on a heavily crowned road, or with a moderate side wind, or a rough road. The coach seemed to want to randomly pull to one side or another. Normally that is a characteristic of too much toe out, or possibly toe in. The toe in was checked, massaged, checked and massaged over and over with no impact. Front tires show no wear patterns. 

This has been going on for a couple of years. I became convinced that the rear of the coach was steering the front. I already had on my winter project list to devise a way of checking to see if the rear axle was moving around because of worn radius arm bushings. 


I did notice the one of the front tires on the Subie tow car looked like the camber was off, and it was wearing on the left side. The car drove just fine with no pull so I assumed it couldn't be too bad. It was a slow day, and I found a tire store, and took it in for alignment. The toe in was out of spec excessively on the toad. After the car alignment was put back in spec, the handling of the coach lost this mysterious mind of it's own. 

Needless to say, I was happy with the outcome. Just wanted to make the gang aware of one more thing when chasing handling issues.