Calling all Newell owners!

[Mr_Mark1]

We have been looking at building a new coach. I have read just about everything there is and checked many websites, etc. (reading since June).

The Prevost conversions are beautiful coaches. The three main converters are Marathon, Millennium and Liberty Coach. All are a little different with different amenities.

We are also considering building a new Newell. I would like to know if there are any Newell owners out there who could share their experience.

The pluses of a Newell..
-exterior window awnings.
-option of a mid coach entry door.
-window in the bathroom.
-600 hp Cummins with 1,950 lb. ft. of torque.
-no risk of overweight of any axle with four slides.
-hinged cargo doors (easy to open, more difficult to close but take up less space in tight quarters).
-not totally dependent on Crestron system (Ipad).

The pluses of a Prevost...
-solid production chassis.
-choice of Valid or Prevost slides.
-no entry step (door at low level).

The Newell is about $900,000 cheaper MSRP on a totally loaded coach ($2.6 vs. $1.7).

The Newell has a steerable tag vs. Prevost load release tag.
Not that it makes much difference, but the Newell has a full windshield whereas the Prevost has two separate pieces with a bar in the middle. The Newell has an air operated entry door vs. the hinged Prevost entry door.

The Prevost has a 500 hp Volvo with 1,750 lb. ft of torque vs. the Cummins with 600 hp and 1,950 lb. ft. of torque on the Newell.

Both have large side roof awnings available for both sides.

MM.

[Mr_Mark1]

A test drive in a Newell might be in order. I have so much info to digest.
MM.

[John_S_]

Tooka bit to get my airside set set. Love it now.

[aarondeere]

I am guessing that unit had a air ride seat. Yeah it takes some time to get used to and with some adjustments it then becomes more comfortable. I did the same thing first time I drove a truck with a air ride seat about keeping a steady throttle. Could be worse....in a ag tractor I have the air ride seat automatically adjust for weight so it drops the air then raises it back up. Somewhat annoying and usually makes the seat too high. I'm thinking the steering wheel adjustment pedal is a standard thing in trucks. My older freightliner has a air operated foot button on the upper left side which is nice. The Mack is a cable operated pedal which is very stiff and at this time broken (waiting on a new cable that broke). Once you put some time behind the wheel it becomes second nature where the pedal is.

[Mr_Mark1]

Well, today was the 'big' test drive of a 2014 Prevost with the 500 hp Volvo engine with 1,750 lb. ft. of torque.

First observation... very nice start off. We were able to to take the BIG hill on I-10 to the Chiriaco Summit Pass in southern California where I slowed to about 50 mph. I find that acceptable, we drove at least 50-60 miles round trip. The coach had about 3/4 tank of fuel. One thought that came to mind was that a larger engine would be heavier and use more fuel. There have to be some trade offs.

The steering was very smooth, the coach also rode smoothly. Small issue was that there was a very annoying rattle behind the driver area. I think it was a window shade or something in a cabinet. I'm sure it could be fixable but I wish it was not there to show how quiet the Prevost chassis could have been. Our Monaco coach is quieter surprisingly.

The driver's seat has a shock absorber and it was throwing me to each extreme which was not very good. Finally, the sales guy figured out how to soften the motion then it was OK. But, for a while there, It was hard to keep my feet on the pedals. The steering wheel adjustment is controlled by a pedal that you cannot see in the far upper left of the foot-well area. Once found, it allows the steering wheel to be adjusted forward/backwards/up and down.

We couldn't figure out which button was the exhaust brake so I couldn't use it. Somewhere along the line Marathon moved the button and it was not easy to find. So, I just had use of the service brakes which worked well but you have to press that baby to stop!

I would prefer a more electric driver's seat. It was obvious that I would not have been able to just jump in the coach and drive off. It is very different than any other normal everyday coach.

There is a 'jack-rabbit' switch that needs to be pushed to keep the engine at a higher RPM. We can do that with the cruise control on our coach. There was a ESR light that kept coming on (if I have the letters correct) that I want to see what it was for.

MM.

[John_S_]

Oh and I would not be afraid of one tank. YOu can also opt for a grey water bypass too.

[John_S_]

This is an interesting topic. I am going to do the same thing in the next two years. I also have Newell and Prevost on my list. I do have a Foretravel now so I do know there abilities and design well. I have decided that my search will include Bus conversions and Newell as well. I decide for the next few years to stay with my FT but I think with the research I have done so far I am leaning towards Millennium as they have aqua hot. I know that webasco is similar but I want to avoid the water heater stuff. I also want over the road air too. I think I decided after going thru 5 Newells that were 5 or 7 years old. I know that it is all how the owners care for them but they had some issues that I did not think bode well for long term. So, I will follow along and see what you come up with. I will let you know what I have found too. FYI I would ask them to get a shell with a retarder if you are ordering one. It is a great thing and stronger than a jake.

[aarondeere]

zmotorsports wrote:
Unfortunately with a 12-speed OTR vs. a six speed in a coach, not even close to comparing apples to apples. Now if Mark decides to opt for the ZF transmission, that may be a little closer comparison as it has 9-speeds.

Mike.

Actually it kinda is. Yeah the 12 speed isn't the same but when your talking that kind of torque unless your up in the 80k+ range this weight area isn't much of a problem. I've also ridden in a tri axle dump truck loaded heavy with a 6sp allison. Do not know the power rating but it launched off the line far faster than my truck and running down the highway there was no problem with power. Actually I felt as if it was a bit "spunkier". I'll have to find the videos comparing the allison to the automated manuals. They are quite impressive. The efficiency of the autos has come a longs ways.

[JetAonly]

Intrestingly I find few driveline options available. Jake, retarder and super single come to mind. A bazillion choices in sink LED lighting, but no engine options beyond the Volvo. Two Allison options but no ZF. I am no expert in these Coaches for sure.

I would think at this price point being first to the top of the hill is a given, arriving first, with panache, is what you buy these things for.

IMHO

[zmotorsports]

Unfortunately with a 12-speed OTR vs. a six speed in a coach, not even close to comparing apples to apples. Now if Mark decides to opt for the ZF transmission, that may be a little closer comparison as it has 9-speeds.

Mike.

[aarondeere]

A little different but my semi with the 13 liter 505hp and 1750tq has absolutely no problem at that kinda weight. I can easily accelerate up a 6% incline without problems. Granted I have a 12speed automated manual but I think you'll be happy.

[zmotorsports]

Mr.Mark wrote:

Bill.Satellite wrote:
Adequate? Yes, it's adequate! Enjoy the drive and let us know when your new Prevost arrives.

I don't want to put the cart before the horse. 🙂

Our coach weighs in at 40,039 lbs. with 1,200 lb. ft. of torque and we go slow up long inclines. If I get behind a slow truck and lose speed, I don't have enough 'ummph' to get around.

A Prevost and a Newell weigh in at 50,000 lbs. So, a 500 hp engine might be at it's limit. We'll see on Saturday. Also, I have to keep in mind that I won't have my toad attached.

Safe travels,
MM.

I would be curious as to the power experience that you feel so please report back (not that we could buy anything in the league you are looking at):) but I am curious.

We traveled with a couple that had a 2004 45' Newell when we went to the sand dunes once. Their Newell weighed in @ 54k pounds and towed a 28' Haulmark Edge Stacker trailer. Trailer loaded with sand rail and toys were ~16k pounds. Trailer and coach combined 70k pounds. Had the 515 hp Detroit (1650 lb/ft torque) and we hung right with them. Granted they were a LOT heavier than we were. They were weighing it at 70k pounds and us at 48k pounds (36k coach/12k loaded trailer).

Quick math shows for theirs 135.9 lbs. per HP and 42.42 lbs. per ft./lb or torque. Ours is 120 lbs. per HP and 40 lbs. per ft/lb of torque. Slightly advantageous for us but we seemed to pull the grades fairly equal. I thought we should have been able to go around them on the grades but couldn't seem to do it. However, had we been equally loaded I feel they would have been able to walk away from us.

They sold it shortly after that and now have a 2008 Newell with a 625 CAT engine. Have not traveled with them since so I can't compare one to the other.

Mike.

[Mr_Mark1]

Bill.Satellite wrote:
Adequate? Yes, it's adequate! Enjoy the drive and let us know when your new Prevost arrives.

I don't want to put the cart before the horse. 🙂

Our coach weighs in at 40,039 lbs. with 1,200 lb. ft. of torque and we go slow up long inclines. If I get behind a slow truck and lose speed, I don't have enough 'ummph' to get around.

A Prevost and a Newell weigh in at 50,000 lbs. So, a 500 hp engine might be at it's limit. We'll see on Saturday. Also, I have to keep in mind that I won't have my toad attached.

Safe travels,
MM.

[Bill_Satellite]

Adequate? Yes, it's adequate! Enjoy the drive and let us know when your new Prevost arrives.

[Mr_Mark1]

Update.... (kinda)... After comparing the Newell to the Prevost, we're leaning towards the Prevost. I will be test driving a 2014 Prevost Marathon on Saturday. If we decide to go forward, I'll start a new thread. This particular coach is not equipped like I would want it. We would order one from scratch.

The first big test is to see if the Volvo 500 hp engine with 1,750 lb. ft. of torque is adequate. There is a good test hill with a long incline that will give me a good idea if this is the route we want to take.

I didn't want to leave you guys hanging.

MM.