[Fulltiming]

To add to Richard's comment about mechanical vs electronic engines, most engines used by Newell were mechanical until the late 1980's. I understand that the 10th coach built in 1989 and
the 26th coach had a DDEC II electronic Detroit 8V92 while the 22nd 1988 coach still had a mechanical 8V92. The mechanical coaches are easier to work on in some respects but the electronic coaches can be easier to diagnose issues and the Silverleaf electronic monitoring systems work with them to replace the mechanical gauges. By late 1993 DDEC III was being used and mated to an electronic version of the Allison HT741 in lieu of the mechanical Allison HT740. When the first Series 60 Detroits were put into Newells in late 1994, they retained the HT 741s transmission. By early 1995 models, there was a mix of transmissions as the Allison 6 speed typically the HD4060 transmission was beginning to be installed. By 1996 models, all that I am aware of had the HD4060 6 speed.

The newer the coach the more systems are powered by air which adds complexity. Air toilets, interior air pocket doors, air operated generator slide outs, air drivers seat, air operated dump valves on the waste tank, etc.

By 1996, coaches were starting to see increased us of power Girard main awnings in lieu of the Zip-Dee manual main awnings.