Imagine bringing an RV show to a bunch of RVers? Well, that’s what’s happening as we camp out at the Family Motor Coach Associations Rocky Mountain chapter – someone was smart enough to bring a bunch of RVs of all sorts here.
I mentioned already that I’m like a kid in a candy store. So I searched the aisles to see exactly which is the most expensive RV on the property. That was the 2022 Entegra Anthem 44B, carrying an MSRP of $638,146.
To get my bearings, I went in a few of the motorhomes just to see if I could figure out why this was so much pricier than everything else on the property.
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First impressions of the Entegra Anthem 44B
They say that there’s no second chance to make a first impression, and the first thing I noticed is the paint scheme on the outside. Now, I know I’ve called these Class A diesel pushers “carnival floats” in the past. This one, like most of them, had all those swishes and swirls.
I also talked to a manufacturer in the past who said they offered a version that had a less elaborate paint scheme and they had a difficult time selling those.
Honestly, while I’m not a fan of this style of paint job, I have to say this was beautifully done. As someone who has restored more than my share of vintage cars, a paint job of this caliber is quite an accomplishment.
I also really liked the detailing of the lighting and grill and taillight sections of this coach. There’s no doubt that it was a standout among the 100 or so coaches here available for sale. That was true even without looking at the pricing on the gigantic windshield.
Entegra
From what I was told, Entegra takes the Spartan chassis that they buy and then reinforces it with additional “X” bracing. Some of the folks I asked here at the rally said that the Entegra coaches offer a really comfortable ride due to the chassis stiffness.
The company’s materials claim this additional stiffness plus the implementation of a wooden floor is the magic formula. Since wood really isn’t a transmitter of sound, that flooring helps keep the coach quiet when shuttling down the roads.
Sitting in the parking lot here with all the other coaches, the first time I saw it was after hours. I was surprised to see that it was still unlocked. The 12.5 diesel generator was running and the lights were on inside so, of course, I had to go in and look around.
Inside the Entegra Anthem 44B is quality and luxury
Stepping inside the coach, the first thing I noticed was the delightful smell of leather. It really is a nice experience, and your first impression is one of quality and luxury.
Overall, everything I saw and touched had a high-end quality look and feel to it. The cabinets, upholstery, countertops and everything else just felt and looked like they were of a higher quality.
I’m going to give Entegra the benefit of the doubt on build quality using a ceramic floor. From inside, even though I knew the generator was running, it was so quiet that it wasn’t at all noticeable. So I thought I’d sit and test out the power reclining sofa and that big TV across the hall.
You do want these reports to be thorough, right? Now, if only I could grab a craft beer the whole story would be complete. At least this portion.
The difference between how this coach just “feels” and some of the other coaches here was real. This really does feel like a quality product inside.
Appointments in the Entegra Anthem 44B
Of course, at this price point you expect things like an Aqua-Hot heating and hot water system, dishwasher, premium cabinetry and appliances and all of that.
I have also been told that this brand has maintained their level of customer service despite the ownership by Thor, so maybe there’s hope still for Tiffin, as well.
After catching some TV show about making swords, I wandered around inside, still having unfettered access. I noticed the guest bathroom and then the bedroom with plentiful cabinets and drawers.
One of the true benefits of a diesel pusher is the space inside these rigs. This one really does a good job of taking advantage of that space.
Then I stepped into the back bathroom and heard a funny sound. It turns out someone was doing their laundry in the stacking Whirlpool washer and dryer. No wonder this rig was unlocked.
Storage
As with all the rigs of this size, there were plenty of storage compartments underneath. I liked the electronic pushbutton latches on them which, I assume, are disabled when the doors are locked.
In the forward-most compartment on the camp side was a Dometic 12-volt two-well cooler. You can have one well be refrigerator temperature and one freezer, or both refrigerator. That would make this pretty slick for tailgating. The power sliding tray in the next compartment almost literally hands you your outdoor camp furniture.
One of the nifty things in this coach was the fresh water fill. There is the typical fresh water fill on the road side of the coach. But there’s also an access port on the camp side where you can actually see a sliver of the translucent tank so you can tell when it’s full. A simple but very effective solution.
Cummins
In the past, one of the advantages of a diesel pusher was a diesel engine that would last forever. But based on articles I have read here on RVtravel.com, including this most recent one by Russ De Maris, I don’t think that’s the case any longer.
In fact, one of the seminars here at the FMCA rally was all about the issues with the Cummins diesel engines in RVs and that company’s lack of response to serious issues.
When your product is so bad that there are articles and seminars encouraging you to take action against a company, I don’t really see how you can continue to sell a product. Therein may be the core of the reason that Class A diesel pushers are experiencing the lowest growth rate within the RV industry.
This, of course, is not the fault of Entegra. But I would certainly have a lot of things to kvetch about if my engine suddenly left me stranded, and, apparently, that’s what’s happening.
That might also explain the number of gasoline-powered coaches here at the show too.
In summary
This is a beautifully-executed machine. The keys were in it, so I certainly thought about zipping around the parking lot for a bit. But my wife was with me and she always brings a degree of reason to my own wacky thinking.
But despite the craftsmanship and appointments in a coach like this, do the issues with supplier Cummins make you second-guess such a purchase if, in fact, you might otherwise make such a decision?
I always appreciate reader comments here and am curious if the challenges outweigh the niceness of a coach like this.
Tony comes to RVTravel having worked at an RV dealership and been a life long RV enthusiast. He also has written the syndicated Curbside column about cars. You can find his writing here and at StressLessCamping where he also has a podcast about the RV life with his wife.
These RV reviews are written based on information provided by the manufacturers along with our writer’s own research. We receive no money or other financial benefits from these reviews. They are intended only as a brief overview of the vehicle, not a comprehensive critique, which would require a thorough inspection and/or test drive.
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With the size and price of this motorhome. You’d think it would have a bigger gray and black waste tank.
What L9 problems is this author talking about? The only issue with any modern diesel is the DEF system! This is not a Cummins problem but Cummins has addressed, with EPA’s approval, a software reprogramming effort. Owners experiencing a DEF issue should contact their chassis OEM to have the software patch installed. The L9 engine has been professionally recognized as the best mid range diesel on the market for marine and road applications.
I agree… My ISL 8.9L (now known as the L9) has been a perfect engine without even one minor or major problem as these engines are pretty much indestructible (not quite, but close) and the only current problems are those that are experiencing DEF head failures which has absolutely noting to do with the engine….nothing!!
Considering the fact that I provided specific links to an article about the diesel issues I think you might read what I wrote and not just comment on the summary chart.
As for the comments about the DEF system not being an engine problem – if the engine quits or is hobbled by a system that makes it an engine problem.
Cummins has issues it needs to address. That’s why I added it to an article about a product that uses their engine.
This is faulty logic and just plain wrong. The author needs to go back and read ALL of the Russ De Maris articles on this topic and post a correction. I’ve experienced the DEF failure myself and been involved with the creation of the workaround device, not once did I ever consider my Cummins L9 having a “problem”. The problem you refer to is with the Shaw DEF sensors failing, not even a product Cummins installs, the DEF systems are installed by the chassis builder. Swap that Cummins with a Detroit, Volvo, CAT or any other engine brand and use a Shaw DEF system and you will (and do) have the exact same problems. Ask a few truckers. Or in the case of Freightliner chassis, use something other than a Shaw DEF system to reduce the failure rate. Cummins was blamed for the Shaw DEF issue only because they are the most prominent engine in the motorhome market and they (in conjunction with the EPA) had the power to implement a workaround (for someone else’s product) – not a fix, a temporary workaround – but were slow to do so. Get your facts straight, Shaw is the one who deserves the blame here for the real “problem”. Cummins can be blamed for being slow to act but it is irresponsible to imply their engines are problematic and prone to failure which is how I took what you wrote.
Engineer, I agree with you.
The L9 is a winner and has been for a long time. My SIL has been the shop manager for an OTR trucking firm as well as a certified diesel mechanic and air systems technician for over 20 years. He speaks highly of the L9 as a workhorse that keeps delivering. He isn’t a big fan of the complex emissions systems required for ALL diesel systems on the road.
The real issue recently is the DEF sensor issue. Emissions are now complex and it’s been a perfect storm of that issue coupled with supply chain issues on replacement parts as well as the failures of the component mfg to make a sensor without the issues.
The recent code patch that will allow the engine to continue to run until other issues are worked out with supply of sensors should have been more prominently mentioned. I think the Cummins “bashing” was a little too strong in this review. One star is laughable.
While at the recent Hershey show I asked the Freightliner group what is up with the DEF situation. They told me to ask the Spartan people that Freightliner has very few problems with their DEF systems. From my conversation with them they told me that each frame manufacture supplies their own DEF system. My question, is this correct or were they blowing smoke? If the frame manufacturer does supply the DEF system then the problem does not lay with the engine manufacture.
With the Cummins issues currently, I would not buy a diesel pusher (even if I HAD the money). Heck, I’m having a similar emissions related problem with my 2016 Ford Powerstroke. It’s currently sitting at the Ford dealer waiting for parts because of a recent recall for an emission computer ‘update’. 20 miles after the update, my DPF clogged beyond cleaning and required me to take it back to the dealer where it currently sits (for an undetermined amount of time) waiting for parts. Any plans for trips are currently non-existent.
Please tell us what issues the L9 engine has…..
This has been covered here extensively by Russ De Maris, as Tony mentioned in this article.
https://www.rvtravel.com/stuck-def-sensor-issues-mail-cummins-epa/
The problem with modern diesel engines is not caused by Cummins, it is caused by EPA regulations. Detroit, Cat, and Paccar are having the same type of emission troubles as Cummins. The computers are forced to put the engine into limp mode if something as simple as a sensor malfunction in the emissions system occurs.
You are absolutely correct.
It’s legislators who have no idea how things work listening to people with the same lack of knowledge who then force things onto companies rather than working with those companies to provide a solution that would actually work.
I would be so leery right now of buying a Cummins diesel due to the problems people are reporting, but a manufacturer cant just change their design that easily and start using a different engine. Too bad the buyer can’t spec out an RV like road tractor. “OK. I’ll take that Class A but gimme a Cat or a Detroit instead of that pesky Cummins.”