After logging 10,000 miles on our new coach's odometer (more about that in due course!), we believe we have sufficient experience with our 36' Country Coach Intrigue to provide a fair evaluation of our impressions, reactions, and experiences. We do not pretend to be "experts" in evaluating motorhomes, and thus we do not pretend this to be a formal "product review". But as RV "consumers", we do believe we're qualified as owners of this unit to discuss what we like about it and the things we'd like to see improved. In that context, we think it's appropriate to characterize what we're about to say as our "Report Card" on the Country Coach Intrigue 2000.

Fairness in preparing this "Report Card" surely requires us to point out that most write-ups about various RVs which are labeled as "Product Reviews" are in fact articles written about specific makes and models of RVs whose manufacturers spend very substantial sums advertising with the publications which are doing the "Reviews". It's hardly surprising to find that these "Reviews" invariably dwell on all the "good" points, and either omit or gloss over any perceived problems. In our comments which follow, we assume that readers at our site want the full story. They understand that the world has yet to see its first "perfect" RV -- and it likely never will. Thus even though we do outline areas below where we think future changes or fixes would be useful, it would not be appropriate to compare what we have to say about our Intrigue with what the "commercial reviewers" conclude about competing products.

We start with the bottom line: We are extraordinarily pleased with the coach we purchased. Its performance has exceeded our expectations in terms of driving and maneuverability. Many of the CC owners we've met in our travels express the same view -- in many circumstances we think it's far more comfortable then driving a car. We really put this to the test when we traveled more than 2,000 miles into the interior of Mexico. Much of our caravan's route was off the main highways, and on occasion proved challenging. In places it was a "game of inches", with narrow, winding two lane roads having not only no shoulder, but a substantial drop-off at the outside edge of the roadbed. At 36 feet, our widebody was the biggest of the RVs on our caravan tour, yet we were able to navigate the Mexican roads with comparative ease and confidence. I can recall one incident when our entire caravan was being overtaken by an 18 wheeler, whose trailer appeared to be "wagging" (probably from improper loading). I'd noticed the "tail wagging" motion as he passed the rigs behind me, and I was prepared for what happened just as he passed us: The trailer began to wobble across the line onto my side. My side of the road had the usual "no shoulder" characteristic, and very little room left for me to crowd it. However, I had a few spare inches, and I was able to ease over as far as possible -- but enough to avoid the intruding trailer. I'd logged enough miles on the Mexican highways to know I could safely and dependably do this. Our rig was not going to "wander". It was going to go precisely where I put it -- and give us the amount of extra side clearance we needed. This is one "test" I neither asked for, nor would I relish doing again. But it certainly was a confidence builder concerning the solid chassis and handling of our Intrigue.

A decaying Mexican bridge provided yet another uninvited adventure. Our caravan generally traveled so that we were in CB contact with one another. When the Wagonmaster would come upon a challenge to passage, he'd always relay back a warning. "18 Wheeler coming in the front door", or "Watch out for the speed bumps" were common messages. At one point our group became widely separated going through a small village, and some of us further back saw a very welcome stretch of wide open highway in front of us. So of course we increased our speed to close ranks with our colleagues. However, the Wagonmaster (still far in front) had found a severe bump crossing a bridge, and radioed back the warning. Those of us momentarily stranded hadn't heard it, and we crossed the bridge at a relatively high rate of speed. We hit it first -- and it seemed as if we were about to become airborne. But the air suspension performed just as designed, and settled us comfortably and safely back on the roadway. Not so lucky was the rig right behind us. Although they'd observed our encounter with the rough road and slowed a bit, they still had such a bounce that their chassis wasn't able to handle it, and their rig was damaged. Again our confidence in CC's Dynomax chassis went up another notch.

Our final "surprise" with its performance came when we "took it to school" with us -- professional RV driving school, that is. With its independent front suspension, and a bit of encouragement from Jerry (our instructor), we coaxed that machine around corners, and through tight circles, that we would probably never have attempted. Subsequently we've been in some rather close quarters at RV parks and found we could maneuver into and out of RV parking places that seemed impossible to the casual observer. In fact RVers have told us on multiple occasions that they they'd thought there was "no way" we could negotiate a corner which we were able to do easily.

The liveability quotient of our CC has also been excellent. We're passing the "6 months on the road" marker as we write this, and the quality and design of the coach interior has kept us comfortable in all situations, including climates which have ranged from a hard freeze to the muggy heat of the tropics. At all times the climate "inside" has been easily controlled to our comfort. It's only after you've lived in it some months that some of the finer points of the "fit and finish" become fully apparent. The solid feel of the doors and drawers, the rich finish of our natural oak cabinetry, and the perfect installation of the tile flooring -- done so well no moldings are even used -- are qualities which we've appreciated with extended use. Our climate control systems provide comfortable temperatures regardless of what's going on outside, no doubt aided by by an extremely robust insulation system. Our storage capacity continues to outpace our penchant for taking an ample supply of goods along. And our tank capacities provide for extended travel without the need for hookups. While a generator is often under used by many RVers, we've logged dozens of quiet hours on ours when power was otherwise unavailable. Of particular note is the extremely efficient "sound insulation" which is provided by the heavy dual pane glass. Like most RVers we often only discover the nearby train track or busy roadway after we've set up for the evening. But once the doors and windows are closed, the annoyance of these late discoveries is virtually eliminated. We've seen comfortable floor plans and good quality finishes in other highline coaches -- but we know of none we like better than ours.

We'd been concerned about "reliability", with so many separate systems on board. Some of them we only fully discovered after we were on the road. That two minute delay between hooking up to shore power and seeing the microwave light go on are actually used by one of them to make a complete diagnostic check on the type and quality of the power it will accept. A handy thing, as we also learned on our Mexican adventure. We'd also been concerned about the complexity of "air leveling", as opposed to the allegedly more solid feel of "real jacks" on the ground. But our experience with the air leveling system has been entirely positive. I've actually measured its ability to handle an approximate 8" difference between the front and back of the coach; and side to side flexibility is comparable. We've not experienced any sense of "instability", as suggested by some whose preference goes in the direction of the jack system. Moreover at the press of a button on the control panel, the rig automatically calculates the prescribed changes required to level the coach, and makes appropriate changes at each corner to quickly accomplish the task.

None of the above is to suggest our coach has been problem free. We know of no RVer who has not had a list of items to be addressed with a new rig. And our case is no exception. However, the major ones have turned out to be fully resolved to our satisfaction.

With hindsight, perhaps the most perplexing issue was caused in part by our own lack of familiarity with diesel pushers, and the operation of the air dryer. We'd heard other units purge air periodically, but we'd never heard it from the inside. We also found that under some circumstances, it seemed to be much more frequent than we'd anticipated. In all cases we couldn't hear the purging sound when we were traveling at higher speeds, since the added noise of Interstate travel was enough to mask the sound. Nevertheless, this caused quite a "look see" on our trip back to the factory after taking delivery, and there was initially a question about whether what we were experiencing was "normal". The more we listened, the more we heard it -- and became convinced it was not a normal event. In time, and with further research by the factory, we were able to isolate the source of the issue as the quick response ride height valves on the 2000 Intrigue units. They were, in fact, doing precisely what they were expected to do; and the air dryer was simply responding to the increased use of air caused by the new valves. Once we knew the system was operating as designed, we almost completely forgot about the purges. We learned that by changing the style of the ride height valves we could eliminate the frequency of the purges. But by now we were much more familiar with driving a diesel unit, air systems and all, and we almost decided not to change the valves. Perhaps more out of curiosity than any continuing perceived need, we did have the ride height valves changed. Then came the almost humorous part. We actually didn't notice any difference -- since we'd become so accustomed to using the valves that were designed for our unit -- and which no doubt had been performing as designed. It was only by making a very conscious effort to have one of us ride in the back of the coach trying to detect the frequency of the purges that we were able to confirm that yes, the new valves had significantly reduced the frequency of the purges. We'd have to give the CC chassis folks a special compliment for the very nice way they handled this situation with the novice new owners of this diesel pusher.

A second operating issue was resolved more by sheer luck than any other cause; and it was more of a Cummins than Country Coach issue. After we'd driven the unit for the first couple of weeks, I noticed that every once in a while when I turned the ignition key to start the engine, nothing happened. Hmmm. So I'd try it again -- and maybe the second or third time it would start. I didn't think anything of it the first couple of times, but about the third time out I found myself having to turn the key perhaps 10-15 times to get it to start. Like any concerned new owner, I called the factory and reported my concern -- even though I couldn't replicate the problem to show anyone. They arranged for a service call where we were in San Diego, and all the connections were changed, some smaller parts replaced, and all seemed okay. But then, a couple of weeks later, it happened once again. So again a service call was arranged for us -- this time in Tucson. In we went, but of course the engine started every time. Again all the connections were checked out thoroughly, this time at Beaudry; and again the engine behaved perfectly. But I was still not comfortable. At CC's recommendation, we took the unit to Cummins Southwest in Tucson. After all, it was the Cummins starter that was at issue. When we arrived, they made it very clear that they could not "fix" anything that wasn't broken, entered the coach, and reached for the ignition key. They turned the key just once -- and we waited for the familiar responsive growl from our Cummins 350. But guess what: This time it did NOT start -- right there in the Cummins shop! Wow, what luck. The next morning a new starter motor had been delivered and installed, and we've not had this problem since. Ah, the perils of buying new!

A final matter, which was more a theoretical issue, has also been resolved to our satisfaction. The rear axle of our coach was rated at 19,000 pounds. While our fully loaded coach was weighing in almost 3,000 pounds under its 32,200 pound gross vehicle weight rating, the weight at the rear axle was approaching the 19,000 pound certified rating. Admittedly that would only happen if we'd completely fill the fuel and water tanks -- a condition that is not representative of our usual travel status. But clearly there was no way we'd be able to use much of the approximately 3,000 pounds of theoretical added capacity we had -- I guess in case we decided to go into the business of delivering batteries or something...Again we contacted the chassis folks at CC, and explained our concern -- even if only theoretically since we didn't really foresee conditions which would put us over the 19,000 rating. We also followed up by discussing the issue directly with Meritor, the manufacturer of the axle in question. Meritor was fairly surprised to hear from us, as they ordinarily have no dealings with ultimate consumers -- and they do not (and did not) make any "representations" to consumers about the ratings of their products. However, the rather lengthy discussion I had with them was very helpful to me in understanding what changes had recently taken place, resulting in a re-rating of the precise same axle we have on our coach to 20,000 pounds; and as we've learned, there is even a significant allowance for uneven weight distribution on the two rear corners so long as the new 20,000 pound rating is observed. As it turns out, its the RV manufacturer (here CC) which assigns the ratings, based on engineering data supplied by the part manufacturer. And based on our own inquiries, these ratings are done very conservatively by Country Coach. On balance, our investigation has satisfied us, and we'd have to rate this one as a non-issue.

While we've described the primary operating issues above, which we think are completely addressed at this point, there remain some items that go on the negative side of the ledger. While none is a "major" item, they clearly fall into our category for "improvement needed":

1. Odometer. Remember at the beginning of this article where I mentioned we've now turned 10,000 miles on our coach's odometer? I parenthetically said "(more about that in due course!)". Well, this is the "due course" part. The real challenge is to know whether we've actually turned 10,000 miles "on the odometer" -- because WE CAN'T SEE IT! It's one of those electronic devices that has a digital readout of total miles traveled, and a trip meter below. But unless you get a flashlight and magnifying glass, you can't see either one of them. This may sound like a trivial matter, but I'll have to tell you Stephanie is not at all happy with this wimpy device. Part of her driving enjoyment is knowing how far she's driven, and tracking the remaining distance to the next stop. And when either of us is following directions to an RV park which say "go 3.2 miles and turn left on...", we're just plain out of luck. This is clearly the most frustrating of the "needs improvement" items. It's interesting that those at Country Coach with whom we've discussed the matter seem to have had this issue raised with them before, and there really seems to be no explanation. We can only conclude someone upstairs is refusing to acknowledge that at least some RV owners like to have the convenience of a workable odometer when they part with the dollars needed to acquire a coach of this otherwise high caliber.

[Editor's Note: Subsequent to publishing this artlcle we learned the odometer issue had been addressed, and Country Coach is now manufacturing units with a vastly improved odometer. Hooray!]

2. The plumbing bay is serviceable, but not thoughtfully designed. This is because too many of the connection points are crowded into the very limited space immediately adjacent to the sewer hose. Now I have nothing against sewer hoses (except for their propensity to fail prematurely). But I don't particularly like to cuddle up to one in order to attach the cable TV and telephone connections. There's lots of unused space elsewhere in the plumbing bay, and it certainly would be more pleasant if attaching these cables didn't entail a serious physical encounter with that one device we can neither live with nor without, the sewer hose. When stored, the sewer hose really doesn't fit into the separate compartment designed for it. A normal 20' hose is too long. And a sewer hose of any length won't fit inside its intended compartment because the typical connector ring is too wide. Only by manually modifying the connector ring will the darn thing go where it's supposed to. The obvious option of just leaving the hose curling around at the bottom of the plumbing bay just doesn't seem like an appropriate solution for a Country Coach.

3. The primary TV in the main cabin should have its sound routed through the ceiling speaker system, and not rely on the inferior speakers that are in the TV itself. Like many RVers, we enjoy the digital quality sound offering available through the satellite system. But its quality can be no better than the speaker through which it plays.

4. The new style bay doors seem to defy "getting it right the first time" servicing. We had ours adjusted at our return trip to the factory. They all opened and closed perfectly, and were perfectly aligned when we headed south from Junction City. But the first rain we hit showed the adjustment process had failed to re-test the water tightness of the seals, and once more we had to schedule a service item to adjust the bay doors. This has happened on multiple occasions, and we don't know whether it represents an issue of door hardware or simply service technicians who are not familiar with their adjustment. We do know that the "covers" for the latching mechanism on the inside of the bay doors was initially installed with screws -- and that they have a propensity to back out. Beaudry RV in Tucson saw the problem, and replaced most of them with pop rivets which has been a complete cure. We intend to ask the factory to do the same to the remaining doors on our final "end of warranty" service call there.

5. We experienced a very minor leak in the top outside corner of the slide room. It was not in any way attributable to the slide mechanism or fit. it was just a a very small leak which would only show up in a torrential 4-inch-an-hour type downpour which can occur in places like Louisiana. Again, what should have been an easy fix was not done satisfactorily by a service technician, and we still need to keep that item on our "to do" list. I

6. Several of the electrical plugs are on the outside of counters -- such as in the galley and vanity areas. This is a slight inconvenience for plugging in an electrical appliance, as the cord tends to be a bit more "in the way". There may be a reason for having them other than in the more usual "baseboard" area -- but we haven't been able to figure one out.

7. We'd quibble a bit with certain of the appliances. The Princess propane stove seems to have a personality of its own, and occasionally requires an undue measure of time and patience to light. The skylights are a bit too smart, as they're programmed to come down automatically should it be raining. But they're so sensitive, that if the humidity goes straight up, the skylights come straight down -- on a warm, humid day just when you'd like them to stay open. It is possible to override them, but only by putting them on such a high setting it sounds as if its the rig itself which is going up, not just the air inside.

8. Stephanie would have a preference for wardrobe lights which would shut off automatically when the closet door is closed. Even our slide in camper unit has this feature. Maybe there's a good reason?

Of all that are listed above, we feel strongly about only the first of them. And for the benefit of future Country Coach owners everywhere, we hope someone up there is listening. However, and aside from that one troublesome gripe, we'd have to acknowledge that our list of "needs improvement" items is really on the paltry side. But our "Report Card" would be incomplete without them. Again, though, we'd caution that we do consider ourselves as providing a more complete and balanced picture than most of the "commercial" product reviews -- which likely find the lure of advertising revenue too great to risk disclosing their own list of "needs improvement" items.

There's probably one more short list we should add. It's really not an evaluation of the coach, but rather a short detailing of items that pertain to our aftermarket wish list. Into this category we'd put:

1. The MotoSat unit we had installed at the time we took delivery has been an outstanding choice. It has performed flawlessly, and been able to automatically lock onto the right bird even while we were deep into the Mexican mainland. This unit coupled with the small new Sony unit which can be remotely operated from anywhere inside the coach has been an excellent add-on. The factory doesn't supply these systems as part of the package, but Advanced Satellite Systems, a Junction City based provider, can get the job done quite professionally even before you take delivery.

2. Because the rear duallies are so difficult to access for purpose of checking or changing tire pressure, we're actively looking for a reliable system to address this issue. So far none of the service stops we've made has been able conversant with the various options, though we've had a number of helpful readers suggestions. There is apparently a dash-mounted meter system that provides a continual check of tire pressure that we are presently considering, though that wouldn't solve the problem of "easy access".

3. Since the unit does not come with a meter which will provide detailed information about the condition of the battery bank, we wanted to add a Heart Link 1000 to monitor the state of charge. Regrettably this becomes disproportionately expensive, because the wiring required to use such a device is not pre-installed in the manufacturing process. Moreover, the "standard" monitor panel used in the Intrigue is so position in the center of a wood panel that their is no room to mount a secondary monitor without degrading the appearance. We opted to install the "Freedom Remote" panel, which offers only a fraction of the information of the Link 1000, but which at least offers some features not otherwise available. This can be done at a small fraction of the installation costs of the Link 1000, but we're still not really satisfied with the result.

4. We'd like to add some type of quality unit that would provide outside air temperature. We've used the Camping World type suction cup units on other rigs, but they eventually defaced the glass surface. And there must be a more professional looking (and working) solution. Similarly, we'd like to acquire a device which would provide accurate information on compass direction Perhaps the ultimate answer will be adding a GPS unit. At a minimum, we'd like to have the same information at a glance as is provided by the overhead digital readout in our Jeep and Dodge truck, which provides both outside temperature and direction.

5. I'm finding it would be convenient to attach a quick-connect type propane hose to the tank, and use it in place of those funny little cans to run the barbeque. Being as technically challenged with propane as I am with all other subjects, such as electrical, plumbing, mechanical, etc, we've sought advice from service techs and propane dealers -- but no one has yet been able to advise us how to make this happen, given the type of fittings that are on our tank. It's a very minor item, but it would be such a convenience!

6. On our only service stop at the Country Coach factory, not long after we'd purchased the coach, on of our "punchlist" items was difficulty with one of the deep drawers in the bedroom area to which we'd assigned extremely heavy items -- manuals and files. The collective weight of the drawer's content was simply too much for the standard hardware. The service tech suggested we swap out the drawer hardware for "Grant Slides" -- similar to what is used in file cabinets. We did so to that drawer, and a couple of others which we forecast might come into heavy duty service -- and they have worked wonderfully. This has been a superb return on a minimal investment.

7. One of our first aftermarket decisions was of course selecting an appropriate towbar system. There are lots of choices out there, and they come in all price ranges. We settled on the Blue Ox Alladin towbar, and we've done a brief product review of it elsewhere at this site.

Many readers have asked whether we'd do anything differently if we could start over. Most assuredly we would once again purchase this coach from that manufacturer. But there are choices we made at the outset that, with 20/20 hindsight, I might have done differently. Here are some that come to mind:

1. Coach Armor. This is clearly a two edged sword. We really didn't know whether to go with the full coach armor we ordered, or whether we should forget it or settle for the bra. To us the latter option, while much less expensive, doesn't have the quality of "look" that the armor has; but equally important we were concerned whether it might actually result in some scratching of the finished exterior surface. Were we to place a new order, I'd have to give this some serious thought. And it would be possible we'd conclude to do nothing. The armor clearly protects the front of the coach. But it is a terrible nuisance to deal with. Unless you're awfully careful, just washing the windshield will quickly cause water to run down behind the shield and cause stains -- and not one you can easily wipe off. You've got to unscrew a handful of special bolts, and carefully lower the top (and raise the bottom) portions to even get at the soiled portion of the exterior surface of the coach. Then of course you have to completely clean both the inside and outside of the armor itself. This, on balance, is probably more trouble than its worth. The exterior finish on the coach is superb -- and extremely easy to keep clean and shiny. It takes longer to clean that portion of the coach that has the armour protection than the entire rest of the coach. Other owners object to the blizzard of holes which are required for installation. On balance, I'd caution very careful consideration of this option.

2. Slide out trays. Again, we didn't know what our preferences would be. We ordered one tray for the (passenger side) larger of our two main storage bays. Not the "full" tray, but the half tray. With hindsight I believe I should have ordered the full tray for the larger storage compartment, or alternatively a second half tray for the passenger side second bay. In fact, we may do that when we visit the factory next.

3. Power reel: We'd never had to wrestle with 50 amp cords before on cold mornings. But even the 30 amp variety can fight back. While the power cord does rob space from a portion of one of the smaller bays under the slider, it is enormously useful. And we've found we have more than ample storage -- both inside and in the bays -- anyway.

4. Hydronic heating: Here's an option we chose not to include. Since we don't have it, it's difficult to know whether we "miss it". It is a pricey option, but the benefit is the quiet source of heat it provides. To a certain extent, if we need to use the heater much, we're probably in the wrong place. And we do have ACs which can function as heat pumps. This has proved of considerable value in some circumstances -- especially to lull a new grandchild to sleep in the bedroom while the parents and grandparents enjoy the peace and quiet of a sleeping child. The sound as well as the heat seem to provide a perfect combination. With hindsight, however, we'd look more carefully at the hydronic heat option.

5. Automated air leveling: I've described our positive experience with the air leveling system above. We were concerned with the "computerized" add-on, somewhat on the theory that the more things there are to go wrong, the more things that will go wrong. But we've been pleasantly surprised, and I'd definitely recommend that option.

6. Slider versus non-slider: This really wasn't much of a difficult choice for us, because we'd become accustomed to a slider in our 29' Alpenlite fiver. We had years of perfect service from our Alpenlite slider, and to take away that space (even in a wide body) is something we'd have missed. Couple that predisposition to our conclusion, now well confirmed, that we'd be able to get a reliable slider unit with the Country Coach product, and this has become one matter that for us is an easy choice. Unquestionably we've lost some storage space in the process; and accessing the storage bays under the slider is really not a lot of fun. For us there's ample storage elsewhere for things we use more frequently. Yet we realize reasonable minds can easily differ on sliders -- it really comes down to a matter of personal choice.

7. Length: We opted for 36', knowing that we would be losing a fair amount of storage space. The tradeoff we saw was being able to fit into a somewhat smaller space, thus giving us a few more choices of parks we could use, and making maneuvering in tight places easier. With hindsight, we might also have thought that 36' would be just a bit "easier to drive". I now doubt that, as the primary characteristic one notices when driving a big rig is more width -- and sometimes height -- more than length. Since we still do have a house, we probably have taken less with us than if the coach were our only home. Even so, we still have storage to spare. This may be due in small part to our election (which we'd do again) not to include an on board washer/dryer. The bottom line here is that if we were starting over, we'd still probably go for the 36' model.

8. We'd hoped to include at this point some experience with the owners' club, Country Coach International. Unfortunately our travels have been far from the venues so far. But this will all change this summer and fall, as we're looking forward to attending the annual "Class Reunion" in Oregon; and another event in October in conjunction with the Balloon Festival in New Mexico. All the CC owners we've spoken with speak very highly of these gatherings, and we're looking forward to finally being able to participate. Perhaps this is part of the reason we've found such an exceptional "esprit" among virtually all the CC owners we've met across the country.

Probably the ultimate question is: Given what we know now, would we have made the same choice? The answer is an overwhelming YES -- in a heartbeat. We've attempted to provide the details of "why" with a rather extensive discussion of our "net factual experience". Yet the reason for such an unequivocal "yes" goes somewhat beyond what we can call "facts". Part of this begins with a close look at the manufacturing process, where a pride of craftsmanship seems destined to be transformed to a pride of ownership. This can't be adequately described; but it certainly can be, and in our case has been, experienced. We feel very fortunate indeed to be part of that very special "Country Coach family".

Another part of the equation is the quality of the after-sale encounters with the folks at the factory. This company, like other highline coaches, knows its future customers are in large part its present customers. They tend to stay "in the family" when the time to change coaches arrives. Since we purchased our coach, we've begun to understand why. When we drove away from the factory delivery process we were given a list of Country Coach representatives to call in case we had questions or needed assistance. We've since enjoyed highly professional factory service support, available both through toll free phone calls, and just as easily, email. Everyone there is "connected" and accessible. Our dealings have been primarily with Matt Fackler, who is assigned to the Intrigue line; and with Kevin Kiscoan, a Dynomax Chassis service representative. Add to the mix the unusually friendly and helpful support we've received from others such as Teresa Robinson, who schedules the service appointments, and it all adds up to a team which in our view is committed to providing the best possible support to Country Coach owners. While these collective contacts are difficult to "list" or quantify, they are nonetheless part of the positive "flavor" of the Country Coach ownership experience. Kevin Atkinson, the inside sales representative we'd dealt with early on in our dealings with Country Coach, had been present when we signed the purchase agreement. He commented at the time "You haven't even begun to see the support you're going to enjoy as a Country Coach owner". And he was right.

Our ending takes us back to the beginning of these articles, when we prophesied that there would be neither a "perfect" coach, nor a coach that would be the right choice for everyone. We will update and complete this "Report Card" after our final warranty service in September, but we think we've had sufficient experience now to confidently say the bottom line is we've chosen exactly the right coach for our needs. We're aware that many owners of other makes have had a very positive experience with the units they have purchased. However, the focus of our mission was to find, within the parameters we'd outlined, the coach which would be the best fit for us personally, and for our RVing lifestyle. We're pleased to be able to conclude this article with these two words:

Mission Accomplished!

[Ed Note: After three years of ownership, we did a subsequent "report card" on this unit, now clearly a used -- not new -- unit.

BACK

MAIN MENU