Not so much lower prices coming, rather Forest River is taking the Dynamax brand into a new territory. The REV is not the same thing as an Isata, nor is the new lower cost Force motorhome the same thing as a Dynaquest.
You can, and should, carry insurance on the windshield, whether it is packaged as "standard" or an extra. Then, even if you carry a high deductible, you want to let the insurance company handle the claim, because they get a better price for you.
Last one I replaced (on an Accord) the $240 cost was within my $500 deductible, but the retail prices I had been getting for the replacement were in $600-800 range.
A motorhome windshield will be much higher cost. Risk probably depends on how much exposure. I've been on a lot of motorcoaches with broken windows lately, particularly the one piece windshields which like to grow long cracks up from chips near the bottom. But those guys are on the road all the time.
I use the Missouri part of the described route several times a year, was last on it in September. If there is CKC Expressway signage on US-36 and I-35 in Missouri, I haven't noticed it. I like the road.
When going to Chicago, I like to follow I-72 from Hannibal to I-57, then north to Chicago. It is a bit more distance than I-55, but it goes in the way I want and I-57 is not as bad as I-55 for traffic.
On edit: saw image of the CKC sign, red and blue on white background. I have noticed that, on the bridge over the Mississippi.
Ford Customer Service is 1-800-392-3673. That's on the inside cover of the 2011 truck warranty book.
Bumper to bumper warranty was 3 years/36,000 miles. This is getting close enough to the end that it might be necessary to document the warranty start date, which should have been done by the dealer when the truck was first sold to a retail customer.
I have a Honda dealer (service writer) dragging his feet on warranty service for a failure that might be considered a safety issue, e.g. windshield washer bottle with a clogged outlet. He won't go forward with repair until he has confirmation from a zone manager that it will or will not be covered by warranty.
Your friend needs to understand where the resistance is from: service writer, service manager, general manager, zone manager. These things often get stopped by someone not willing to stick a neck out and say yes, or someone higher not wanting to do the work for what the warranty will pay.
Both are new.. 2015... of course there is new 09/15/14 and 10/15/15..Model year.. and delivery year are ...The same??? having researched as best I can...Quite tired of it.. I can say with a smile.. Have a wife ..kids ..and delivery.. with them....fit and finish. Excellent... !
Model year change in the RV industry is early in the year. By spring 2015 they will be manufacturing 2016 models.
Look at the 2006 brochures for Spirit and Outlook. Outlook was a new model in 2006, and might have been targeted to a different price point than previous Minnie. Winnebago was adjusting to the changing market conditions, so what they were doing in 2006 might not be the same as what they were doing 2001-2005.
By 2007 their "premium" C's had disappeared, a new entry level (Access/Impulse) introduced in both brands, and the Spirit and Outlook marketed as the top line.
Somebody at Winnebago is making up new stories if they say Itasca was "bought." Winnebago created Itasca to put a motorhome on a Chevrolet chassis at a time when there was a contractual obligation to build the Winnebago motor home on chassis from Chrysler Corp.
That became moot when Chrysler left the medium truck and chassis business, terms of the first Federal bailout. Winnebago as a corporation has used both brand names in different ways since.
Late 1990s through middle of first decade this century, Itasca models were marketed as equivalent to Winnebago models. In C's, Spirit was equivalent to the entry level Minnie, Sundancer was equivalent to upscale MinnieWinnie. The Winnebago got a Chalet brand marketed for the rental market, for which there was not Itasca equivalent. So in that sense, one might say Itasca was a step up, from the Chalet at least.
I used a Tracfone because it had the lowest cost, under $7 a month, for maintaining service. $20 for another 60 minutes and 90 days service. You can pay slightly more to cover a year at a time. Minutes don't expire, I've accumulated 3300 minutes over about 10 years.
There are other plans with lower per-minute costs, if what you want are low cost minutes rather than lowest cost of keeping the connection alive.
You do have to keep the phone on (if it disappears from the network for too long, service is discontinued) and you do have to keep up to date on buying time for it (another way to lose the number and the minutes).
I've had no hassle transferring the account forward to new instruments (I'm on the third one), but had to argue with a customer service guy a bit when he transferred forward fewer minutes than what my old phone showed. Tracfone is set up so that your phone is the final authority on accounting, sometimes their records of what you've used, forwarded from the carriers, get out of synch. Not an issue so long as you keep the same phone, keep the account alive.
I thought you ordered the Flagstaff three weeks ago, right after you asked this same question.
Each dealer or factory rep can tell you why his is best. Looking for someone who has owned both? Not long enough to learn about them, Forest River got into the A-frame market only a few years ago, Starcraft/Jayco had them in catalog first in 2014, but I didn't see a physical example until this spring, 2015 model year.
I liked the Rockwood I examined in 2010. I had fit and finish issues with an example Starcraft built for the Jayco brand, damaged my hand brushing past the door frame, got me looking for other finish problems and had no difficulty finding them. But that could have been pre-production or early production.
Last two development projects I was on before retiring, both offshore, one we flared the gas, the other we re-injected to maintain formation pressure, and for later recovery after building a gathering system, a gas pipeline from Timor to Darwin, and a LNG plant to prepare the gas for transport as a liquid.
The economics were quite different. Both barely made it economically.
The field where we flared was barely large enough to pay for 24 production and waterflood wells, and there was no local market for the small amount of gas. It was 10-15 years to depletion.
The project where we saved the gas for later sale was a huge field, potentially producing economically for 30-40 years. It took ten years to build the infrastructure for gas recovering, using most of the net income from the first ten years liquids production.
North Slope of Alaska (was on that one only peripherally) we re-injected gas right from the start, been doing that for almost forty years now, and Alaska is still trying to work out an economic solution to bringing that gas to market. Every time the value of the gas goes up to get it closer to making a pipeline feasible, the higher price of gas makes production in other areas (like fracturing shales) brings the supply back up and the price down again.
A particular issue with the Bakken oils is that they are very gassy, the volatiles being burned off are a lot more than just the methane that would sell as natural gas. The volatiles have to be removed to transport the crude oil by railcar. With a pipeline from the field to a refining center, more of the gases would remain in the oil to be separated at the end of transport, to be used to make products like LPG and chemical feedstocks.
Many of these individual builders could save a lot of money and get a better made product buying a travel trailer or park model RV. But that does not fit the self reliance philosophy that seems to be behind the movement, yet many hire someone to build for them, or buy from a "tiny house" factory and have it hauled out to the site and dropped with a crane.
The 350 of that vintage is a L31, Vortec 5700. It came in power ratings 255-350 HP.
The contemporary 454 was a L29, Vortec 7400, rated at 290 HP, with about 20% more torque at low RPM, thus it makes more power at the running speeds you probably find more comfortable. But it doesn't make that much more power than the 350 at peak output, because the truck build of the 454 doesn't run as high an RPM as the small block can.
You can get a fairly decent gain with the 350, maybe 60-90 HP, by replacing the intake manifold and injectors with those pulled off a L31 built for marine applications. Those engines were designed for continuous high output at high rpm, rather than flexibility over a wide range of RPM.
There are more ways to build it. The truck motor you have is a popular starting point for performance builds of Chevy small blocks, because those Vortec heads are great. Earlier truck engines needed expensive aftermarket heads for significant power gains, with the Vortec good heads came free from the factory. At the 350 displacement, it is not hard to build to 350 HP, and stroking to 383 still gets you a reliable engine for truck service.
You have to understand what you are doing. To get more power, you improve air flow through the engine so that it gets more air (and fuel) at high RPM, raising the torque peak to a higher RPM. The tradeoff is that the larger flow passages reduce velocities at lower speeds and power settings, costing low end torque. Which is why for a truck you build maybe for 300-350 HP, rather than 400+ (certainly possible, Cup cars get 700 HP out of a 350 by running 7000 rpm).
A lot depends on what you mean by "struggling." If you don't like that the transmission is downshifting, and the engine running 4000-5000 rpm to get up the hill, these upgrades of the 350 don't work for you, because they are about improving the performance at higher RPM.
Chevrolet Performance sells a number of different truck small blocks as replacements for the pre-Vortec 350, which was only 160 HP, not the 255 you have now. Most bring performance up to the level of the Vortec, options that go beyond are sometimes not street-legal, particularly going back to carb motors on vehicles that were multi-point fuel injected and computer controlled to meet emissions standards and still have high levels of performance.
The starting battery ages when the vehicle is sitting, been drawn down much more than in normal starting use by the ECM, or by self-discharge if disconnected. In normal daily use, starting batteries seldom get pulled down below 80-90% of the full charge. So periodic condition checks are in order, if it sits a lot.
My experience with starting batteries is that the failure mode is often at least one cell shorting under starting loads.
Should be a Sightseer Owner's Manual in the black bag. While it may cover all models, there will be diagrams of drain locations for each model. Or you can download the plumbing diagrams from Winnebago's service website, though those may be more schematic.
I drain, then pump pink stuff out through each fixture, each valve, to displace the water. You can do this fairly well with compressed air, but I find doing that takes me much more time.
I don't think it is a legal issue, unless you are somewhere that GCWR is used for tax/license purposes.
At 14,500 GVWR, the chassis was a P-series (the G-30 went only to 12,300). In later years, GM made a practice of rating GCWR = GVWR + 3500 for the P-series chassis in RV applications.
I have not found any documents for the 1980s. GCWRs for Class 3 GM cab-chassis with the 454 were typically in the 16,000-19,000 range, could go higher with gearing and manual transmission choices. The RVs got automatics only (TH-400).
I don't think many manufacturers did tow ratings for gas motorhomes in the 1980s. Towing a dinghy was something that developed a little later as RV lifestyles evolved from vacation travel toward full time living. As that happened, RV manufacturers started using chassis with better power to weight and overall size grew as well.
Insured value is a factor in the cost of casualty insurance, but two vehicles with the same sale price may not necessarily have the same premium. Nor will different companies necessarily treat them the same.
Then when you factor in liabilty, there can be differences in premiums based on risk experience of each insurer, not always tracking the cost of casualty.
You won't know premiums until you shop insurance for a specific vehicle, garaged in a specific place. Even then, you can somewhat manage premiums by taking on some of the risk yourself, with deductibles and caps on casualty, caps on liability, and choice of insurance options.
There's a Bradt travel guide entitled "Eccentric America" but it is not particulary complete, Some of the individual state guides to oddities are bigger.
I don't think you'll find a list anywhere near complete, as people are creating these things all the time, and someone has to decide what to include, whether to get down to a single piece of sculpture in the front yard, or things like mailboxes, chainsaw sculptures, cutely painted water tanks, or murals on buildings. We have about fifty painted bisons around town, Chicago has its painted cows, Wichita has street sculptures. There are also hundreds of old service stations and filling stations in small towns that have become art collections.
If you travel the highways and byways, you will see a lot of things like this, without a list. Exception might be states where "beautification" programs treat these things as trash a force removal.
Depends a lot where the are coming from. Some places winter weather starts before the end of October and folks want to get their house winterized and be out of there before first frost.
Here, that might be beginning of November or as late as December, our parks fill up now with people moving in short stages, might not get to RGV until January, after doing holidays in Hill Country.
Maybe more in the East do it as one movement, all the way.