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Illinois Winnebago War Veterans Database Database of Illinois Winnebago War Veterans Search the database of Illinois Winnebago War Veterans now. How to obtain copies of the entry from the record series, Militia Files (RS 301.004). Abbreviations used in the Illinois Winnebago War Veterans Database. This database indexes the names of 412 militiamen found on 1827 company rosters of the 20th Regiment of mounted volunteer riflemen included in the record series, Militia Files (RS 301.004) . This unit, raised in Sangamon and Morgan counties under the command of Colonel Thomas M. Neale, proceeded to Peoria to complete its organization. The militiamen then traveled to the Galena vicinity, where the regiment disbanded. This military action also became known as the Fever River Expedition. This database was compiled and donated to the Archives by Fred Delap, a volunteer with the Edgar County Genealogical Library. Mr. Delap has also indexed veterans of the Black Hawk, Mexican, Civil, and Spanish-American Wars as well as those of the War of 1812. Photocopies The researcher can obtain photocopies of the veteran's entry in the original muster rolls. For each veteran, the record includes his name, rank, company, dates of entering and leaving service, and remarks such as discharge, death, or promotion. If you would like to request an unofficial and uncertified copy of the veteran's entry from the record series, Militia Files (RS 301.004) , please include his name, company, and war of service as well as your mailing address. As a result of limitations on staff research time, the Archives can research no more than two name searches per request. To request photocopies or further information, please contact: Illinois State Archives Reference Unit Margaret Cross Norton Building Capitol Complex Springfield, Illinois 62756 Telephone: (217) 782-3556 Fax: (217) 524-3930 Submit a Request Via the Internet Illinois State Archives Fee Schedule Click here for: Change in Non-Resident Research Fee Policy Abbreviations Abbreviations used in the Winnebago War database are: 1LT First Lieutenant MAJ Major 1SGT First Sergeant MUS Musician 2LT Second Lieutenant PAY Paymaster ADJ Adjutant PVT Private ASURG Assistant Surgeon QM Quartermaster COL Colonel QMSGT Quartermaster Sergeant CPL Corporal SGM Sergeant Major CPT Captain SGT Sergeant LTC Lieutenant Colonel SURG Surgeon Search the database of Winnebago War Veterans

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gas motorhomes diesel caravnas for hire rental camping-cars RV Central Site Directory Leaseback Program References Rental Rates Contact Us Home Rental Rates Make Money Reservations References List of Charges Insurance One-Way Trips Questions Tow Vehicles Housekeeping Kits Specials Breakdown of Fees Las Vegas Mexico Raceway Deal Contact Us Dump Sites Airport Shuttle RV Classes Your RV Traveler Help Campgrounds Pets Glossary RV History Los Angeles motorhome rentals rvs Las Vegas caravans for hire motorcaravans GAS OR DIESEL camping-cars Wohnmobilvermietung maisons motorises auto-caravannes rvs Engines Transmissions Chassis Hull Brakes Tires & Wheels Service Cost Cost Capacities returnto Rental Rates page recreational vehcicles california alquiler de autocaravanas motorse a louer RV Today all motor homes have many alluringfeatures, living comfort, power, torque, slide-outs, basement storage, ridingand driving comfort, fancy graphics and yesprestige. There is a wide array ofproducts to choose from for the first time owner or those considering anupgrade. They all share several common features, such roofair conditioners, hot water heaters, furnaces, kitchen stoves, refrigerators,and slide outs. Motor homes have become more luxurious and more sophisticated inthe last few years and of course with these enhancements the prices have goneup; so have the weights. To bridge the price gap between gas and diesels rigs,several new "entry level" diesel models have made their appearance.Their prices are only 20 to 30% more than the high-end gas motor homes. This hasled to a marked increase in diesel powered motor homes. So the question presents itself to the existinggas motor home owner or to the first time buyer: Should I spend more money andbuy a diesel pusher?" What follows is an attempt to give buyers some foodfor thought in the deliberation of this question. Lets compare the fundamentalparameters between todays gas powered motor homes vs. their dieselcounterparts. (This discussion will be limited to class A Motor Homes in therange of 32 feet to 40 feet in length.) Engines Herein lies the most distinguishing factorbetween the two types of motorhome. The gas power train will consist of a V 10,Ford or a V8, Chevy. These power plants were developed for the light dutytrucks. The horsepower rating of the V 10 has just been boosted to 310 hp, 6.8liter with 420 ft./lbs. of torque. The V8 offers 290 hp, 7.4 liter with 410ft./lbs. of torque. The gas hp ratings are "peak" and our onlydelivered at relatively high RPMs of 3600 to 4200. The diesel offerings are300hp, 8.3 liter with 860 ft./lbs. of torque, 330 hp, 8.3 liter with 950ft./lbs. of torque and 350 hp, 8.3 liter with 1050 ft./lbs. of torque; these areall the same Cummins (ISC) engine with different fuel management programs. Thediesel hp ratings are delivered at 2250 RPM. Caterpillar offers their 3126Bfamily in this range, with power ratings of either 300 hp or 330 hp. This classof engine was developed for RVs, delivery trucks, transit-mix trucks and schoolbuses. Even larger diesel power plants with ratings of 400 to 500 hp are alsoavailable on a few coaches. Cummins also makes the very popular entry-level ISB275 engine. It is a small (5.9-liter) engine, with a rating of 275-hp (2600 RPM)and 660 ft./lbs. of torque. A companion version is also now being offered with260-hp, 550 ft./lb. These smaller engines are all applied to lighter entry leveldiesel pushers. Diesel engines provide power and torque that agas owner can only dream about! Even the small 5.9-liter diesel will run off andleave a gas rig in hilly or mountain terrain. Torque is good, more of it isbetter; it is the force that causes something to move or go into motion. Dieselengines supply more torque than equivalent displacement gas engines and theydeliver their peak torque and peak horsepower at much lower RPMs. This resultsin less piston travel and engine crank rotations over a given distance. Thedirect result is less wear on engine components. This is why a diesel engine hasa life expectancy that is considerably longer than a gas engine; their longerwarranties reflect that fact. You wont see any commercial cross-countrytrucks with gas power plants; even the light intra city haulers are usuallydiesels. Another big plus for diesel power is the factthese turbo inducted units do not lose any of their power in the mountains. Gasengines typically lose 3 % of their power for each 1000-ft. of elevation.(Cummins power ratings are based on sea level to 7,000 ft. with no degradation.The diesel power plant is the big winner based on its ability to deliver higherhorsepower and more torque plus a much longer service life as opposed to the gasengine. Transmissions The gas motorhomes are coupled to, light truck, 4speed transmissions. The bigger, heavier diesels are all mated to the industrystandard, the Allison 6 speed World Transmission with few exceptions. (Some lowcost entry-level diesels offer the smaller 4 or 5 speed Allison transmission.)The 6-speed transmission is very rugged, and sophisticated. A powerful computercontroller adapts its shifting program to the drivers style and demands. Itis a true truck transmission. The shifting experience and power transfer withone of these transmissions has to be experienced. The electronic shift controlof the 6 close ratio gears, along with very timely converter lock-ups make for avery smooth and "seamless" operation! The gas engines transmissionstruggles because the ratio between the 4 gears is very wide. This is reallyevident when you have to start from a standing stop at the bottom of any kind ofincline. The diesel power train wins hands down, with the higher horsepower,higher torque, and 6 forward speeds. Chassis Before 1999 it was very easy to overload agas-powered motorhome. This was the year that one manufacture, (Ford), increasedtheir Gross Vehicle Weight Ratings (GVWR) by 3,500 lbs. This gives gas buyers a20,500-pound GVWR. Diesel-powered chassis offer GVWRs of 24,000 to 36,000lbs. Chassis lengths in gas rigs top out at 208 or 228 inches, beyond that theyresort to the use of a tag axle. Diesel chassis extend up to 278 inches, without a tag axle to supply 40 foot hull lengths. Some gas chassis extend 13.5feet beyond the drive axle; this creates a very significant "tailswing" when turning. The gas chassis are certainly adequate for mostmotorhome applications, however they do not begin to offer the quality of ride,steering control, nor the stability that is typically found in a diesel pusher.In a crosswind a gas rig driver will constantly be required to make steeringwheel adjustments to maintain course; this is referred to as "bumpsteering". It can be very tiring in the course of a days driving undersuch conditions. (The entry-level diesels will also exhibit this characteristicto a lesser degree.) The heavier diesel rigs with "active" air bagsuspension can typically be driven with one hand on the steering wheel, even inthe presence of a crosswind. They are much stronger and they of course are muchheavier. They have to be sturdier because they are supporting a very heavy powertrain and large payload capacity, compared with the typical gas powered unit.(An 8.3-liter diesel engine weighs 1530 lbs. while its Allision transmissionweighs 535 lbs.). The gas V10 engine weighs around 525 lbs. while itstransmission weighs in the area of 300 lbs. One subtle advantage of the dieselpusher with its rear engine is the fact the entry door can be placed up frontor mid-ship; this provides a more flexible floor plan that has no engine"dog house" in the front. The diesel chassis wins based on drivingstability, floor plan, quietness of operation, and comfort through out a day ofdriving. They produce less fatigue for driver and co-pilot; this yields moreenjoyment. The Hull The hulls or bodies of motor homes are all verysimilar. They all contain fiberglass exterior walls with aluminum or steelframes in the walls and roofs. Polystyrene foam board material is used forinstallation. The interior walls are covered with Luan and the ceilings androofs utilize a combination of plywood and Luan. The wall construction willtypically be done with vacuum bonding; Gel-Cote will cover the exterior walls.The graphics designs on the exterior of a gas rig will usually be accomplishedwith decals, whereas the diesel product will have those graphics spray paintedon. Decals have a limited life when exposed to the elements. The roof of the gasmotorhome will be rubber sheet (EPDM); it costs less than the fiberglass roofcoverings found on most diesels. Rubber roofs are harder to keep clean and treebranches can tear them. The diesel product will usually have fancier interiorswith cabinet quality that is generally superior to that found in the gasproduct. Gas rigs are not generally offered in lengths of over 36 feet (and thatis literally stretching itwith a tag axle). Diesels with lengths of 36, 38and 40 are the norm. Shorter, 32 and 34 foot, diesels are available They offer agreat power to weight ratio and they can go where many of the large rigs can't.If you are a full timer or extended traveler and you can afford onethe dieselpusher is highly desirable. Capacities These numbers are important to anyone who isgoing to "full time" or do extended travel in a motorhome. Gas modelsoffer a 75-gallon fuel tank; diesels offer fuel tanks of either 90, 100 or evenup to 150-gallon capacities. This provides the diesel owner with considerablygreater driving range between fuel stops. You will find larger capacities in theliquid tanks in a diesel. Storage capacity is generally bigger in a diesel vs. acomparable length gas unit. The diesel motor home has a definite advantage inall carrying capacities. Brakes The gas offerings have hydraulic disc brakes withABS. The diesels have air activated drum brakes with ABS. However, at least twodiesel pusher manufacturers offer very powerful hydraulic disc brakes with ABS.It is claimed that their braking efficiency is equal to or better than theconventional air brakes. It is generally an accepted fact that diesel motorhomes have superior braking systems compared to those of gas powered motorhomes.Today, all diesels come equipped with an exhaust brake retarder to help themease down grades; gas units lack this devise. A superior braking system is oneof the major strengths that diesels have over gas powered units. Tiresand Wheels Gas rigs come equipped with 19.5-inch wheels andlow profile tires; the 16-inch wheel is history. Diesel rigs come equipped with22.5 inch wheels and tires which may be of the low profile G 159 type or thelarge conventional truck tires that are either 250mm, 275mm or even 295mm insize. Whether gas or diesel powered, one needs to be assured that the tire loadratings are proper and have plenty of weight margin in their capacity. Largewheels and large tires help nullify the effects of road feedback; they generallyprovide a better rideassuming a decent suspension exists. Advantage diesel. ServiceCosts There can be no doubt that it is more expensiveto service and maintain a diesel powered motor home. The oil changes andfilters, diesel typically-24 quarts versus gas-6 quarts, plus the dieselslarge fuel and air filters will definitely cost the diesel owner a lot more.However Cummins has increased the oil service interval to 15,000 miles. Theheavier maintenance requirements for braking systems and the cost of tires willalso exceed the gas motor home service expenses. The diesel owner will nevermake up the difference based on the somewhat better fuel mileage that a dieselproduces. The advantage, here, lies with the gas-powered motorhome. Cost Finally there is the matter of price andaffordability. If price was not an objective, I suspect that almost everyone whowanted to own a motorhome would buy a diesel pusher. One must answer thequestion: "Is it worth it?" To many who can afford a diesel, theanswer is a resounding YES! The reasons are compelling and the value is therefor those who can see it. You may ask the question: "can I have fun andenjoy RVing in a gas rig"? Absolutely, they all can offer a lot ofpleasure. And the manufacturers are making our choices a lot easier by offeringso many entry-level models in gas and diesel. There is a suitable model outthere for everyone. It is hoped that the above discussion will assistmotor home buyers in their deliberations as to whether or not to make thefinancial investment in a diesel-powered motor home or a gas powered unit.

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