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Hi everyone. I just bought my first Newell. After driving it 3 hours home I now understand why the guy I bought I from collects sailboats. It's like sailing on the open highway. 

Anyway this is a 1983 Newell 40' LOA. Nice to meet everyone.

Hi everyone,

Does anyone know how the aquahot temperature display operates? I don't see it mentioned in any of the AH docs that I have.

Mine is suddenly showing values from 0 to about 30. Temps have been in the 40s to 50s, and even in this odd range, the temps don't seem to correlate with the temp of the coolant. IE hot coolant is just as likely to show 0 as it is 30. Same if I let it cool down.

We regretfully have come to a point in our coach care and ownership to pass the baton to a new owner.  We have met some really fine people in the Newell family and will always cherish your friendship.  We plan to downsize a bit and continue the RV Lifestyle as our families are spread out that requires the RV freedoms.  Please see attached description and pictures to get an idea of our offering.  Feel free to review my threads of the different projects the we have accomplished during our ownership.   This non-smoking coach is in Central FL area please call Steve Denton 901-921-6340 for a showing or with any questions you may have. 

                                                                                                                                                               

I'm  interested in this coach. Wondering if anyone here has any knowledge about it.

I took it upon myself to remove and replace the tank top check valves. On my coach the access on top of the tanks was very limited. I had to remove the tanks and to do that, the tank bolt straps were inaccessible due to the way the tanks mounts were welded to the chassis. They had welded the straps too high which the bolts were blocked by the chassis member (Ping tanks). I had to cut the straps, pull the two front tanks, cut off the tank mounts from the chassis and reweld the straps together. I sent the whole kit to powder coat last week. Tanks appeared to be solid with some loose rust debris. I asked the shop to sand blast what they could. I have a tank slosh to put in when I get them back. All fittings were removed and will all be replaced. I am considering relocating one tank to make more room for under frame a/c unit where the old dash condenser once resided. I removed all R12 non working dash air components and hoses since they were useless and dead weight. While the tanks were out, I cleaned the underside and coated the steel with POR-15. It turned out fantastic. This is where I am at so far. Waiting on more DOT compression fittings to come in from FleetPride. I ultimately found a 16k BTU undermount 48v a/c system that will reside in the new clean space. I can't quite afford the $4100 expenditure just yet so it will have to wait. While I was in there, I removed and replaced the governor for good measure. The original one had rust expelling from the exhaust port. The fittings had a good amount of corrosion when I pulled them off. FYI, I use all genuine Bendix parts as fitted originally. I am sure the clones are fine but that is just how I do things.

I recently saw a ad for a 2008ish Newell that stated that it had fogged windows repaired. 

I'm just wondering if this is a known issue with that vintage coach ?

I have previously owned coaches in the 2001 vintage era that have suffered from window fogging, but I thought that this issue was fixed with later model coaches and that it was no longer a thing.

Any thoughts or advise would be appreciated.

Jeff

Hello everyone my name is Jeff.  Thanks for allowing me to participate in your Forum.  I have had class A RV's for over 20 years and have always wanted to own a Newell.  

So, glad to be here and hope to belong here soon.  I'd like to find a low mile 2007 - 2012 coach.  If you know of anyone that might be in the "thinking about it" stages, please comment.  I am a cash buyer and am ready to make it happen if I can find the right Coach !

Thanks,  Jeff

From Fleet Equipment

Building on their 2024 designs, as they look ahead to the model year (MY) 2025, manufacturers of heavy-duty diesel engines remain focused on improved efficiency. The latest developments also continue to go beyond engines alone and include complete powertrain solutions.
“To drive efficiency, engine and powertrain features complement each other,” said Brad Sutton, executive director of powertrain engineering at Cummins. “The result is lower CO2 output and better fuel economy, and a refinement of the driving experience.”

To develop integrated powertrain solutions, Cummins has joined forces with Meritor through acquisition of the company and through a joint venture with Eaton. “Now we have the ability in house to influence the entire powertrain as a system across a broad range of applications,” Sutton stated. “We’re able to add even more optimization and features to tune the engine and transmission as a system, and to further optimize fuel economy and performance.”

With the announcement of the new Volvo VNL, Volvo Trucks North America detailed enhancements to the Volvo D13 engine and the I-Shift transmission. “Vehicle efficiency transcends engine performance,” said Duane Tegels, product marketing manager for powertrain at Volvo Trucks North America. “It encompasses the synergy between various components, and the transmission plays a pivotal role.”

To drive fuel efficiency benefits of the I-Shift transmission, Tegels related, Volvo engineers made enhancements that improve shift speeds by up to 30%. “The transmission’s ability to optimize gear shifts, reduce energy loss and harmonize power delivery significantly influences vehicle efficiency,” he said, “showcasing how a holistic approach beyond the engine is vital in achieving optimal performance.”

Len Copeland, product marketing manager at Detroit, pointed out that an ongoing focus for the manufacturer in terms of improving fuel economy is spec optimization. “Our goal is to help customers make the best choices for their operating conditions, for example transmission and axle ratio pairing,” he said. “We’re always keeping attributes like efficiency and performance at the top of our target list.”

Engine updates
The Detroit DD13 engine has been updated to improve thermal management and shorten the amount of time it takes an engine to get up to operating temperature, Copeland noted. “One of the main ways we did this was to adjust our idling strategy,” he explained. “In the past, to get temperatures up asymmetric injection would fuel cylinders at different rates. Now, we have made more use of the Thermal Control Valve, which in addition to helping during regenerations, also operates during start up to help get temperatures up to operating levels faster.”

At Cummins, reported Mark Ulrich, director of customer support, a focus on digital solutions for engines is on three software applications, including remote engine health monitoring, over-the-air calibration and software updates, and predictive service. “Digital technology packages come standard with our engines and are compatible with different telematics hardware from partner OEMs, third-party telematics service providers, and our own first-fit Acumen device,” he related.
“By leveraging service, vehicle, and engineering data and combining it with artificial intelligence and machine learning, we have developed our Predictive Service Insights, which allows us to predict component failures up to 90 days in advance,” Ulrich added. “Connectivity and telematics are important because they impact digital capabilities and change the way we approach maintaining vehicles from reactive to proactive.”

At Volvo, Duane Tegels noted, design enhancements to the D13 engine include combustion improvements enabled by using smaller needle control valves in fuel injectors. The change provides for more precise and rapid control over the fuel flow rate out of the injector tip, leading to improved atomization, and better combustion efficiency.

Volvo Trucks has also introduced an improved seven-wave piston, Tegels related, which provides better directional control of the air and fuel mixture to create even more efficient combustion. “Additionally, the piston height was decreased and paired with a longer connecting rod to minimize cylinder sidewall pressure, decreasing friction and improving performance,” he added. “These improvements provide smoother internal movement, reducing parasitic loss and increasing overall engine efficiency.

“The turbo compounding unit on the Volvo D13 engine is a pivotal element in enhancing fuel efficiency as well, so our engineers have focused on opportunities to further optimize its design,” Tegels continued. “To minimize heat loss and increase efficiency, insulation was added to both the turbocharger and the turbo compounding unit. Internally, turbo compounding unit refinements include a smaller compressor and turbine
The Volvo D13 also features a variable displacement oil pump, which employs adjustable vanes that dynamically adapt to the engine’s oil pressure demands. “Tailoring the pump’s output to match the engine’s requirements maintains optimal pressure,” Tegels explained. “This adaptability not only enhances engine efficiency by reducing the energy required to drive the pump but also minimizes unnecessary strain on the engine components, resulting in improved fuel economy.”

Emissions requirements
In April 2023, EPA announced a proposal to revise existing standards to reduce greenhouse gas emissions from heavy-duty vehicles in MY 2027 and set new, more stringent standards for MYs 2028 through 2032. The proposed program, known as “Phase 3 greenhouse gas,” builds on the success of two previous rulemakings. The Phase 3 standards would apply to heavy-duty vocational vehicles and tractors.

Work toward meeting the proposed standards by engine manufacturers is already underway. Tegels says that Volvo is committed to decarbonizing transportation by understanding emissions regulations and working to design the cleanest and most efficient engines possible. “Understanding the regulations and how they’ll impact our customers is a top priority as we evaluate engine development,” he said.

“The regulatory landscape is evolving quickly and becoming much more complex,” said Detroit’s Len Copeland. “Anytime we can make improvements to aftertreatment system functionality, it’s a win, and we’re pleased when we can offer continuity in our products and minimize the changes that customers may see.”

Hi everyone. I'm getting ready to purchase my first Newell coach, a 1983 LOA 40'. Before I complete the purchase, does anyone know what licenses, if any, are required to operate this in the state of Illinois? I'm getting a lot of conflicting information so I'm just trying to get a clear answer before I make the purchase. Any help would be greatly appreciated.

Hi, I am Woody Woodward, and a new (Nov 2023) owner #1260 2009. Learning curve from 5 previous coaches is large but enjoyable. 
I have been working on my air systems as I know that I have some leaks as the 120 V compressors run every 5 - 10 minutes with no coach movement. 
I am wondering if there is an article, drawing, photos, or anything that describes the total air system. I have read articles and watched videos to help with my journey. But I am unaware of the terms fellow owners use (ppt values, pressure switches and so on) and with out an overview of the systems or 2 or 3 subsets of the system it is difficult to know where to start. 
Some guidance would be appreciated.