Recreational Vehicle Manufacturing in the US: 2025–2029 Outlook and Forecast

Introduction and Industry Context

The Recreational Vehicle Manufacturing in the US industry enters the mid-2020s at a crossroads of post-pandemic recalibration and emerging growth opportunities. After a historic boom in 2021 – when RV sales surged as Americans embraced road travel for safe, distanced recreation – the industry faced a cooldown due to economic headwinds. Higher interest rates, inflation, and wavering consumer confidence in 2022–2023 tempered demand, even as the pandemic’s initial spike in RV ownership expanded the customer base. Industry revenue grew at an estimated ~4.8% annual rate from 2019 through 2024, reaching roughly $35.0 billion in 2024 (according to MMCG database figures). This growth came with volatility: 2021’s “gone camping” boom was followed by a correction as supply-chain disruptions (e.g. steel/aluminum shortages) and rising borrowing costs squeezed production and consumers. Profit margins averaged only about 2.2% in 2024, reflecting elevated input costs and discounting that offset strong pandemic-era sales.

Despite these challenges, tailwinds are gathering that set the stage for renewed growth. Interest rates are expected to normalize and begin declining through the outlook period, improving affordability of big-ticket purchases like RVs. Consumer confidence is rebounding alongside a resilient job market, indicating pent-up demand for discretionary spending. The desire for outdoor recreation remains robust: national park visitation rebounded 5% in 2022 (312 million visits) to near pre-pandemic levels, and industry surveys show continued enthusiasm for RV travel. Meanwhile, the pandemic spurred structural shifts – from remote work to a new appreciation for domestic road trips – that permanently expanded the RV customer pool. Younger families and digital nomads discovered RVing as a flexible lifestyle, adding to the core base of retiree travelers. These factors, combined with government support (e.g. infrastructure investments in campgrounds and EV charging, and pro-industry tax tweaks), form a cautiously optimistic backdrop for the RV market forecast in the US through 2029.

Economic headwinds remain, however. Interest rates, while expected to ease, are coming off multi-decade highs that strained dealership floorplan financing and consumer loan affordability in 2023. Elevated fuel prices in 2022–23 made RV road trips more expensive, deterring some buyers. Additionally, an influx of late-model used RVs (from pandemic buyers reselling) created alternative supply that dealers must compete with, softening new unit demand. These headwinds should gradually abate by 2025–2026 as macroeconomic conditions improve. On balance, the outlook for Recreational Vehicle Manufacturing in the US over 2025–2029 is one of moderate growth and innovation-led resilience. The following analysis examines key drivers of this outlook – from demand demographics to electrification, competitive dynamics, regulations, geography, and forecasted performance – drawing on data-backed insights from the MMCG database and public sources.

Demand Drivers and Changing Consumer Behavior by Demographic Segment

Who is driving demand for RVs? Historically, the market has been anchored by older consumers – retirees and baby boomers – drawn to the RV lifestyle. That remains true: U.S. residents age 50+ are the industry’s primary customer segment, accounting for a large share of RV purchases. Many are retirees fulfilling long-held travel dreams or seasonal “snowbirds” using motorhomes for extended stays. This cohort’s growth (as the tail end of the baby boom ages into retirement) is a tailwind: the population over 50 is expanding, which boosts demand for RVs as more seniors seek the freedom of the road. In fact, retired boomers in their 60s and 70s have increasingly embraced RV travel in the 2020s, a continuation of past generational trends. High home equity and savings among many older households provide the means to buy RVs, and their flexible schedules allow extensive RV touring.

However, the face of the RV consumer is broadening. In the past four years, the median age of RV owners fell from 53 to 49 reflecting an influx of younger buyers. Gen X and millennials (Gen Y) now drive much of the growth: 46% of RV owners are between 35–54 years old and a notable 22% are millennials (late 20s to 40s. Industry data show the ownership demographic is now evenly split above and below age 55 These younger RV owners often include families with children and working professionals who value the outdoors. The pandemic was a catalyst for this shift – in 2020–21 many first-time buyers in their 30s and 40s turned to RVs as a safe vacation alternative and a way to explore closer-to-home destinations. Years after the pandemic, those “new RVers” are continuing the lifestyle. A 2025 survey found that “RVers ages 35 to 54” became the largest owner segment, and that diversity in RV ownership increased as well (the share of non-white owners rose from 15% to 27% in four years). This generational broadening bodes well for sustained demand, as it injects fresh interest and long-term customers into the market.

Consumer behavior has shifted since the pandemic’s peak. In 2020–21, demand far outstripped supply – many buyers were willing to purchase any available RV on dealer lots, sometimes compromising on features or price just to get one. This led to a spike in sales of lower-cost, no-frills models during the pandemic frenzy. As the economy reopened, buyers became more selective again: with other leisure options (international travel, cruises, etc.) back on the table, RV shoppers took more time to “shop for the right vehicle,” valuing comfort and amenities for the price. According to Winnebago Industries, many consumers who rushed into a purchase during the pandemic are now slower to buy again – implying a lull as that cohort holds onto units for longer. But critically, those who are in the market now tend to be interested in higher-end RVs. Industry observers note that demand for premium, feature-rich models has grown, which is helping offset the decline in unit volumes. Essentially, while fewer RVs are being sold compared to the 2021 frenzy, the average sale price and content per unit are higher, as serious enthusiasts and new full-timers opt for models with built-in solar power, luxury kitchens, Wi-Fi, and other upgrades. This trend is boosting manufacturers’ revenue per unit and profit potential.

Another powerful demand driver is the housing and lifestyle shift among some younger consumers. Skyrocketing home prices and rents have made traditional housing less attainable, prompting a subset of people (including remote workers) to make full-time homes out of RVs. According to the RV Industry Association, this “RV living” trend accelerated as rental and home acquisition costs climbed in recent years. These full-timers – often singles or young couples in van-style RVs, or families embracing a nomadic year on the road – represent a new market for manufacturers. They typically seek RVs with residential touches and durability for continuous use. The industry has responded by marketing models as primary residences or “tiny homes on wheels,” and by adding features like solar panels, off-grid battery capacity, and work-friendly layouts. Hybrid and remote work arrangements have enabled these lifestyles, as people can work from national parks or RV campsites with internet connectivity. While still a niche, the growth of full-time RVers and “vanlifers” expands the addressable market beyond recreational users to include those seeking affordable housing or an adventurous mobile lifestyle.

Outdoor recreation trends also feed directly into RV demand. Camping and road trip popularity was on the rise even before 2020, and the pandemic only amplified Americans’ love of the outdoors. For example, “ecotourism” and national park travel have grown steadily – the National Park Service recorded 312 million recreation visits in 2022, up 5% year-over-year and nearly back to 2019’s record level. Many of these park visitors opt to camp or stay in RVs, and parks have responded by expanding RV hookups and sites. The NPS noted that “many national parks offer spaces specifically for RVs and motor homes”, and as park tourism grows, it feeds demand for RVs among both older travelers and outdoor enthusiast families. Industry analysts see this as a virtuous cycle: more RV-friendly destinations and campgrounds encourage more people to buy RVs, which in turn boosts the outdoor economy. Surveys indicate that 28 million Americans plan to go RV camping in winter 2025, showing the wide appeal across seasons. This cultural tailwind – a sustained interest in camping, road tripping, and nature – provides a solid foundation for RV manufacturers’ customer base heading toward 2029.

In summary, demand drivers for the U.S. RV market are shifting to a more balanced and expansive mix. Retirees remain a stalwart segment with discretionary income and time to travel. But younger demographics – Gen X, millennials, and even Gen Z – are increasingly fueling growth, whether for family vacations, mobile work-life, or alternative housing. These consumers demand more technology, comfort, and sustainability in their RVs, pushing manufacturers to innovate (as discussed later). The pandemic’s effect was to both expand the audience and temporarily satiate some demand; moving forward, replacement cycles (owners upgrading to newer models) and new entrants to the RV lifestyle will drive sales. Critically, as economic conditions improve and credit becomes more accessible, many lower-income or first-time buyers who were sidelined by high rates could enter the market. The MMCG database projects that easing credit will especially support demand from historically credit-constrained buyers, unlocking a new layer of customers by making RV financing more attainable. Combined with secular trends in outdoor recreation, these factors point to a stable or growing demand outlook by demographic segment through 2029.

Electrification and Sustainability Innovations in RVs

One of the most exciting RV manufacturing trends in the US is the rapid push toward electrification and sustainable design. Just as electric vehicles (EVs) are transforming the automotive industry, RV makers are embracing electric powertrains and eco-friendly features to appeal to the next generation of buyers. A promising technological wave is underway: manufacturers are developing all-electric RVs and motorhomes to meet consumer preferences for cleaner transportation. Winnebago Industries has been at the forefront with its eRV2, a fully electric camper van built on a Ford E-Transit chassis. Unveiled as a prototype in 2023 and further tested in 2024, the eRV2 offers emissions-free travel and the ability to boondock (camp off-grid) for up to a week on battery power. It features a proprietary lithium-ion battery system and solar panels to support quiet, eco-friendly operation. While still in pilot stage, the eRV2 signals a future where RVs can be propelled entirely by electricity – eliminating tailpipe emissions and reducing fuel costs for owners.

Winnebago is not alone. Major RV players are investing in electrification. Thor Industries (the world’s largest RV manufacturer) revealed the Airstream eStream concept, an electric travel trailer with its own powered axle and battery pack. The eStream can “move under its own power” via dual electric motors, which assist the tow vehicle – effectively allowing the trailer to follow along with reduced drag. This innovation improves range and efficiency, especially when towed by an electric SUV or truck, and enables remote maneuvering of the trailer via smartphone (for easier parking). Although the eStream is a one-off concept, Thor and its subsidiaries are using it to test technologies (like 80 kWh battery systems, regenerative braking, and advanced aerodynamics) that will trickle into production models. Another high-end example is the Bowlus Volterra, a luxury travel trailer with an all-electric drivetrain and large solar-fed battery bank, enabling true off-grid camping with no generator – a response to affluent buyers seeking green, self-sufficient travel.

Beyond full electrification, manufacturers are incorporating sustainable features across RV lineups. Energy-efficient components like LED lighting, low-flow water fixtures, and improved insulation are becoming standard to reduce environmental impact. Solar panels are a particularly popular addition – even mid-range towable RVs now often come “solar ready” or include roof-mounted panels to charge batteries. This caters to consumer demand for off-grid capability and lower carbon footprints. Some new models offer solar-plus-storage packages that qualify for residential solar tax credits (RV owners who install solar systems can often claim a 30% federal tax credit as if it were a second home) Materials innovation is also underway: lighter composites and more aerodynamic designs help improve fuel efficiency when towing. For example, thinner but strong wall materials and streamlined front caps on trailers reduce weight and drag, saving gasoline or electricity. RV makers are even exploring sustainable materials like bamboo flooring and recycled composites to appeal to eco-conscious buyers.

Crucially, the push for greener RVs is not just about altruism – it’s a competitive strategy. As one industry report notes, companies that create “inexpensive, sustainable products will gain a clear competitive advantage”. Many younger buyers explicitly seek out RVs that align with their environmental values. A recent survey found that a growing segment of intenders (likely buyers) want hybrid or electric drivetrains and are sensitive to the ecological impact of RV travel. By investing in electrification now, manufacturers aim to capture this emerging market and differentiate themselves. For instance, Winnebago’s early mover status in EV RVs has given it a tech-focused brand image, potentially attracting tech-savvy millennials. Meanwhile, Thor’s partnership with an automotive startup for battery technology could yield practical electric towable models in a few years. Infrastructure is falling into place as well: the federal government’s investment of $7.5 billion in EV charging infrastructure (with a focus on highway corridors and rural areas) will benefit electric RVs, ensuring owners can charge up during cross-country trips. Some charging stations are even being designed to accommodate the longer length of vehicles towing trailers.

Beyond drivetrains, sustainability innovations extend to how RVs are used. Campgrounds are upgrading to offer more electric hookups and even fast chargers for EVs. There’s also a rise in concepts like solar-powered RV parks and off-grid campsites that cater to self-contained electric RVs. The RV community’s ethos is gradually shifting to embrace Leave No Trace principles and quieter, cleaner camping – which puts pressure on manufacturers to replace noisy gas generators with renewable energy systems. The industry’s trade group, RVIA, has formed task forces on sustainability, and several manufacturers have set targets to reduce waste and emissions in their production processes (e.g. using more recyclable materials, improving paint/solvent capture to meet EPA standards).

Importantly, the march toward electrification is expected to accelerate through 2029. As battery technology improves (yielding longer range and lower costs) and as automotive giants produce electric pickups (which many RVers use as tow vehicles), the ecosystem for electric RVs will mature. By the late 2020s, it’s conceivable that fully electric motorhomes will enter mass production, at least in the compact Class B or C categories for short-range touring. We may also see plug-in hybrid motorhomes that use a combination of batteries and efficient engines to extend range – a bridge technology toward full EV. For towables, powered axles like the eStream’s could become optional add-ons to assist towing and parking. The market demands hybrid-electric RVs with lighter, aerodynamic bodies to reduce environmental footprint – and manufacturers are responding with R&D investments to meet that demand.

In summary, electrification and sustainability are key pillars of innovation in the RV industry outlook. These advancements serve a dual purpose: appealing to environmentally conscious consumers (especially younger buyers entering the market) and addressing regulatory pressures for cleaner vehicles. By 2029, the US RV market is expected to offer numerous models with either full electric or hybrid power, a trend that will reshape product offerings and potentially attract new customer segments to RVing. The race is on among competitors to claim leadership in this green frontier – and those who succeed will likely enjoy both market share gains and a positive brand image as trailblazers in the “RV electric revolution.”

Competitive Dynamics and Industry Consolidation Trends

The competitive landscape of US RV manufacturing is characterized by a few dominant players and a long tail of niche manufacturers. In recent years, the industry has seen notable consolidation, as larger companies acquired rivals to expand their portfolios and market share. However, it remains a relatively fragmented sector overall, with competition described as high and intense. Understanding who the major players are – and how consolidation is shaping competition – is key to analyzing the outlook through 2029.

A handful of corporations now control a substantial share of RV production. Two companies tower above the rest: Thor Industries, Inc. and Forest River, Inc. (a Berkshire Hathaway subsidiary). Thor is the world’s largest RV manufacturer, owning numerous brands (Airstream, Jayco, Keystone, Heartland, etc.) across towable and motorized segments. Forest River is a close second, with a wide range of brands in trailers, fifth-wheels, and motorhomes. Together, these two behemoths account for roughly three-quarters of the US RV market by unit sales in major categories. For example, in 2022 Thor held about 41% of new travel trailer sales and Forest River held 33.8%, giving the two a combined ~75% share of that segment. In fifth-wheel trailers (often luxury towables), Thor had 43% and Forest River 29.6%, totaling over 70%. The pattern repeats in motorhomes – Thor’s brands made up 53.4% of Class A motorhome sales in 2022, with Forest River at 16.5% (and Newmar, owned by Winnebago, at 13.1%). For the popular Class C motorhomes, Thor captured 52.4% and Forest River 24% in 2022. In Class B camper vans, Thor and Winnebago each have roughly 37% share. These figures illustrate a clear reality: Thor and Forest River dominate the industry’s competitive dynamics, especially in the high-volume towable segment that makes up the bulk of unit sales (towable RVs are ~88% of all RV sales by unit).

The dominance of these leaders is the result of aggressive mergers and acquisitions (M&A) over the past decade. Consolidation trends accelerated when Thor Industries acquired Jayco (2016) and the Erwin Hymer Group (2018, for European expansion), greatly boosting Thor’s scale. Winnebago Industries – another key player – acquired towable-maker Grand Design RV in 2016 and luxury motorhome brand Newmar in 2019, transforming Winnebago from a motorhome-centric company into a more diversified competitor. Forest River, backed by Berkshire Hathaway’s capital, has steadily absorbed smaller makers as well. According to MMCG analysis, leading companies have strengthened their positions by acquiring competitors with successful innovations and strong reputations. This has allowed the big players to fill portfolio gaps (e.g., adding premium fifth-wheels or entry-level trailers they didn’t previously offer) and to achieve economies of scale in purchasing and distribution.

Despite these moves, MMCG classifies market concentration as “Low”, indicating that outside of the top few, the rest of the market is still split among many small manufacturers. In 2024, the top four companies (likely Thor, Forest River, Winnebago, and REV Group) together account for just over 30% of industry revenue according to one analysis. (This revenue-based measure may seem low because it counts the value of all RVs produced; since many smaller regional players exist, the pie gets divided beyond just unit share leaders.) In practical terms, it means that while Thor and Forest River dominate unit volumes, there are dozens of specialized firms competing in niches – from teardrop trailer builders to high-end bus conversion motorcoach manufacturers. No single company has an overwhelming monopoly, and competition is fierce across price points. For instance, even a small family-owned trailer company can carve out a loyal following with a unique design, forcing larger firms to innovate continuously.

Competition takes place on multiple fronts: product innovation, price, brand reputation, and dealer network. The dealer distribution channel is crucial – manufacturers sell through independent dealers, and getting extensive dealer coverage nationwide can significantly boost a brand’s sales. Large companies often have an edge here, as they can offer dealers a wide product lineup and marketing support. They also use their financial heft to offer floor plan financing assistance or promotional incentives, squeezing out smaller rivals. Nonetheless, innovation can originate from smaller players, which then sometimes become acquisition targets. As noted, big manufacturers have literally bought innovative upstarts – “acquiring competitors with successful innovations” – rather than solely relying on in-house development. This M&A trend is likely to continue through the forecast period. We may see further consolidation if, for example, a tech-forward electric RV startup gains traction and a Thor or Winnebago decides to acquire it for its EV technology.

Another aspect of consolidation is the horizontal integration within the supply chain. Companies like Thor and Forest River are highly integrated, producing not just final RV units but also components through subsidiaries. This integration was advantageous during recent supply chain disruptions (e.g. chassis and appliance shortages) – larger firms could leverage their scale to secure materials, whereas some smaller builders had to halt production when parts were scarce. The pandemic-era volatility actually shook out some weaker players: a few small RV manufacturers closed or were acquired when they couldn’t navigate the parts shortages and rapid demand swings. Meanwhile, the strongest companies weathered the storm and emerged with potentially larger market share. Going forward, economies of scale in procurement and distribution will favor the top manufacturers, suggesting their competitive position will remain strong or even grow.

However, market saturation is a concern, even noted by analysts as a sign of a mature industry. The top manufacturers already hold dominant positions; most potential consolidation among major brands has occurred. There is a point at which dealers and consumers might resist further homogenization – diversity of choice is valued in the RV market, given the variety of preferences (from off-road campers to luxury coaches). Indeed, the industry’s low concentration label implies there’s still room for new entrants or small specialists to thrive in niches the giants might overlook. For example, in the overlanding/off-grid trailer niche, startups have gained followings for rugged, innovative designs. Similarly, in camper vans, independent upfitters build bespoke van conversions that compete on craftsmanship and customization, something mass producers can’t easily replicate. These niche players will keep larger firms on their toes and ensure competition remains vibrant.

Competitive dynamics also involve pricing pressure and margin management. With rising material costs (steel/aluminum tariffs and inflation), manufacturers have had to raise RV prices. But high prices can dampen demand, so finding the right balance is key. The largest companies, with their scale, can often price more competitively or offer discounts while still protecting profit via volume. Smaller companies have less cushion and often target higher-end segments where margins are better and customers are willing to pay a premium for uniqueness or quality. The forecast period likely sees moderate price competition in mainstream segments (travel trailers, entry-level motorhomes) as interest rates ease and more buyers come back – every manufacturer will want to capture those returning customers. At the same time, feature-based competition is intensifying: who can offer the most compelling new floor plan, the coolest tech (say, voice-controlled RV systems or modern interiors co-designed by famous brands), or the best fuel efficiency. Winnebago’s recent marketing, for example, touts its innovation in electrification and user-friendly features as a reason to choose its products over a rival’s.

In sum, the US RV manufacturing industry in 2025–2029 will be dominated by a few big firms continuing to consolidate and innovate, set against a backdrop of many smaller competitors fighting for niche markets. We expect competitive dynamics to remain intense. The big players will likely get bigger (organically or via acquisitions), but absolute domination is checked by the diverse nature of consumer demand and the ever-present opportunity for niche innovation. This competitive pressure is ultimately a positive for customers, as it spurs manufacturers to improve quality and incorporate new technologies (like the sustainability and electrification efforts mentioned earlier). From a market analysis standpoint, any investor or stakeholder should watch future M&A announcements – a significant acquisition could reshape market share overnight – as well as new entrant startups that might disrupt the status quo (for example, a tech company entering RV production with a novel approach). Overall, competitive and consolidation trends point toward a steadily maturing industry structure: a few large, well-capitalized companies setting the pace, and a constellation of specialized firms filling in the gaps, all contributing to an innovative, if highly competitive, marketplace.

Regulatory Environment and Government Incentives

Regulatory and policy factors play an influential role in the RV manufacturing outlook, creating both constraints and opportunities for the industry. RV manufacturers must navigate a web of regulations – from vehicle safety standards to environmental rules – while also benefiting from government incentives aimed at supporting domestic manufacturing and outdoor recreation. In 2025–2029, several key regulatory themes stand out: trade policies (tariffs), vehicle safety/environmental regulations, tax and financing incentives, and public investments in infrastructure that supports RV usage.

One of the most prominent issues in recent years has been the impact of trade tariffs on materials and exports. The U.S. government’s 25% tariff on imported steel and 10% tariff on aluminum (implemented in 2018 and still in effect) significantly raised material costs for RV manufacturers. RVs contain large quantities of steel and aluminum (for chassis, frames, body panels), so these tariffs have increased production expenses industry-wide. The result has been higher prices for new RVs – manufacturers passed on some of the cost to consumers – potentially damping affordability and demand. At the same time, key export markets retaliated. Canada, the largest foreign buyer of U.S.-made RVs, imposed retaliatory tariffs on American RV imports, threatening over $1.0 billion in annual exports. This tit-for-tat made U.S. RVs more expensive in Canada, leading some Canadian dealers to delay or cancel orders. The combination of these trade policies has been a headwind: it disrupts cross-border trade and puts financial strain on manufacturers and suppliers dependent on export volume. As of 2025, these tariffs remain a contentious issue. The industry (through RVIA and other bodies) has lobbied for tariff relief, arguing that removing them would lower costs by double digits on some models and boost international competitiveness. While no resolution is certain, any easing of steel/aluminum tariffs in coming years would be a tailwind, potentially allowing cost savings and lower RV prices. Likewise, an improvement in U.S.-Canada trade relations (for instance, through updates to the USMCA agreement) could eliminate Canada’s retaliatory tariffs and reopen that market fully. Given that Canada accounts for the vast majority of U.S. RV exports, policy changes there are critical – the MMCG outlook assumes moderately improving trade conditions through 2029, supporting export growth of ~3.6% annually (exports projected to reach roughly $3.6 billion by 2029, from about $3.0 billion in 2024).

On the domestic front, vehicle safety and environmental regulations set important standards for RV manufacturers. The National Highway Traffic Safety Administration (under DOT) enforces the National Traffic and Motor Vehicle Safety Act, which includes specific standards for motorhomes and travel trailers (e.g. requirements for lighting, brakes, tires, and overall road safety). RVs must also comply with size and weight limits for highway use – DOT regulations limit width (typically 8.5 feet in most states) and impose weight ratings for chassis to ensure safe operation. Manufacturers continually adapt designs to meet these rules, such as integrating better braking systems for large motorhomes or including additional safety exits. Environmental regulations affect manufacturing facilities and the products themselves. RV factories fall under EPA regulations for air emissions (e.g. paint booths must control VOC emissions), waste disposal, and possibly effluent from fiberglass/composite fabrication. Compliance can add costs – for instance, installing pollution control equipment – but large manufacturers have mostly integrated these into operations. Regarding the RVs, while there aren’t tailpipe emission standards specific to motorhomes beyond what the engine supplier (Ford, Mercedes, etc.) must meet, any future tightening of emissions or fuel economy standards for heavy vehicles could indirectly push RV makers toward electrification (which, as discussed, is already happening proactively). California’s Zero-Emission Vehicle (ZEV) program and similar state initiatives bear watching: if states start requiring a percentage of RV sales to be zero-emission by a certain date (as they are doing for cars and trucks), that would be a regulatory catalyst for the industry’s EV transition.

Another regulatory aspect is the RV certification and self-regulation through industry standards. The RV Industry Association (RVIA) maintains an extensive set of standards and inspection programs for RV manufacturers who are members. Adhering to these standards (covering electrical, plumbing, fire safety, etc., often in line with ANSI codes) is quasi-mandatory for reputable manufacturers, as most dealers insist on selling RVIA-certified units. This self-regulatory framework ensures a baseline of quality and safety, supplementing government regulations. It likely will evolve – for example, standards for integrating lithium batteries and solar systems safely are being updated as those technologies spread in RVs. This cooperative approach between industry and regulators tends to mitigate the compliance burden, as manufacturers have a voice in shaping practical standards.

On the incentives side, recent government actions have favored the RV industry’s interests. A significant win came with tax legislation to correct an issue from the 2017 Tax Cuts and Jobs Act. In that law, an error had disallowed RV dealers from fully deducting interest on inventory financing (floorplan loans) for travel trailers, even though motorhome inventory interest was still deductible. This put towable RV dealers at a financing disadvantage. The industry fought for a fix, and in 2025, Congress passed a reconciliation bill (H.R.1 “One Big Beautiful Bill Act”) that reinstated full floorplan interest deductibility for all RVs, including towable trailers. Given that towables comprise 88% of RV unit sales, this was a major relief: dealers can continue stocking a wide selection of trailers without fearing a tax penalty on their interest costs, thereby keeping inventory levels healthy. This incentive indirectly benefits manufacturers by enabling dealers to order more units on credit. The same 2025 bill also included pro-manufacturing measures like permanent lower tax rates for small manufacturers and renewed R&D expensing, which should help RV makers invest in innovation (e.g. new electric models) with a better tax write-off.

In terms of consumer incentives, while RV purchases themselves don’t have dedicated federal rebates (unlike EV passenger cars), there are some financial perks. RV buyers who finance their purchase and use the RV as a secondary residence can often deduct the loan interest (the IRS treats a qualifying RV with sleeping, cooking, and toilet facilities as a second home for mortgage interest deduction purposes). Additionally, as mentioned, installing solar or energy storage on an RV can qualify for the residential clean energy tax credit (30% of the cost)– effectively encouraging owners to add sustainable features. Looking ahead, there is discussion of whether fully electric motorhomes might qualify for federal EV tax credits (up to $7,500) in the future; currently, the credit mainly targets standard vehicles, but an electric RV would likely meet criteria if it falls under weight and price limits. One market research report noted that the U.S. Department of Energy in 2024 introduced a pilot incentive program offering rebates up to $7,500 for electric RV purchases. If scaled up, such incentives could spur early adoption of e-RVs.

The government is also investing in the infrastructure that supports RV travel, which is a big positive for the industry. The 2021 Infrastructure Investment and Jobs Act contained several provisions championed by the Outdoor Recreation Roundtable and RVIA that will directly or indirectly boost RV usage. For example, the law secured $100 million to restore and improve campgrounds and other recreation sites in national parks and forests. Better campgrounds (with upgraded facilities, more RV sites, modern utilities) make RV vacations more appealing and can increase demand for RVs. Furthermore, the Act allocated $7.5 billion for a nationwide EV charging network, including along highways and in rural areas. This is forward-looking support that will help electric RVs (and electric tow vehicles) become practical – knowing that charging stations will be accessible even on remote routes or near national parks alleviates “range anxiety” for RV travelers. The law also put $7+ billion into roads, bridges, and access points on federal lands, improving the very roads that many RVers take to campsites. In essence, federal infrastructure spending is reinforcing the ecosystem in which RVs operate: smoother roads, more campsites, and readily available charging/fueling options (including funds for propane and hydrogen infrastructure which could benefit alternative-fueled RVs). These investments will likely yield a higher utilization of RVs (more trips per year), supporting steady demand for RV maintenance, upgrades, and eventually new unit sales as people wear out their old ones from heavy use.

Finally, it’s worth noting state-level regulations and incentives. Some states have established Offices of Outdoor Recreation to coordinate promotion of camping and RV tourism. States like Indiana (an RV manufacturing hub) offer workforce training grants and incentives to attract RV production plants. On the flip side, states like California have strict emissions rules that affect generators and possibly idling of motorhomes – manufacturers selling in those states must comply with things like California’s formaldehyde emission standards for RV materials. Thus, manufacturers keep an eye on any new state laws that might require design tweaks (e.g., mandates for solar readiness or bans on certain older diesel engines in motorhomes). So far, no state-specific legislation has significantly hindered RV sales; if anything, states are mostly supportive given the economic impact of RV tourism.

In summary, the regulatory environment for the RV industry through 2029 is a mix of challenges and supportive measures. Key challenges include compliance with safety and environmental rules and navigating the lingering tariffs/trade disputes. These add cost and complexity but are manageable with industry scale and advocacy (some relief on tariffs or harmonization of rules could occur with continued lobbying). On the opportunity side, government incentives – both direct (tax fixes, infrastructure funding) and indirect (promoting outdoor recreation) – align with the industry’s interests. The outlook assumes a stable regulatory climate with gradual improvements: stable safety standards (no draconian new rules that would, say, outlaw certain RV types), possibly easing trade tensions, and ongoing public investment in recreation infrastructure. Should the economy require stimulus, the outdoor recreation sector has proven politically popular to support (for instance, through park funding or even consumer vouchers for travel), which could further help. Therefore, the net regulatory impact is slightly positive for the RV industry’s forecast, providing a foundation for growth and innovation as manufacturers adapt to evolving rules and leverage incentives to their advantage.

Geographic Production and Distribution Hubs

The United States RV manufacturing industry is highly geographically concentrated, with production centered in a few key regions and a particular state that dominates output. Meanwhile, the distribution of RVs – where they are shipped and sold – aligns with population centers and popular RV usage areas. Understanding these geographic hubs is crucial for grasping the industry’s supply chain and market reach.

On the production side, northern Indiana is the unequivocal epicenter of RV manufacturing. The city of Elkhart, IN and its surrounding counties are often dubbed the “RV Capital of the World,” and for good reason: Indiana produces an estimated 85–86% of all RVs in the United States and Canada. This is an astonishing concentration of manufacturing in one area. In the state-by-state breakdown, Indiana alone accounted for about 24.4% of all U.S. RV manufacturing establishments as of 2024, and those factories are extremely productive – churning out the majority of national output. The Great Lakes region (which includes Indiana, Michigan, Ohio) has long been an auto manufacturing hub, providing a skilled labor pool and supplier network that RV makers capitalize on. For example, many RV manufacturers source chassis (for motorhomes) or vehicle bodies from Midwest auto suppliers, so being nearby in Indiana/Ohio minimizes transportation costs. Indiana’s business climate and central location also contribute: it’s a logistically convenient spot to ship finished RVs nationwide, and the state has been business-friendly with relatively low taxes and supportive training programs for manufacturers.

To quantify Indiana’s dominance: according to the RV Industry Association, nearly 86% of all RVs in North America are built in Indiana. Within Indiana, Elkhart County is the heart – home to factories for Thor (and its divisions like Keystone and Jayco), Forest River, and many smaller suppliers making everything from axles to cabinetry. Other Indiana towns like Middlebury, Nappanee, and Goshen are dotted with plants and assembly lines. The concentration is such that local labor markets are highly specialized in RV skills, and any industry fluctuations significantly impact the regional economy.

Outside Indiana, there are secondary manufacturing hubs. Oregon (particularly the Eugene area) historically has a cluster of RV manufacturers, especially for camper vans and some trailers. California hosts some manufacturers as well, often focusing on camper shells and smaller trailers – the state had roughly 160 RV manufacturing establishments (~18% of the U.S. total), which is significant, though many are smaller scale. Texas is another hub: with about 168 establishments (~19% of the total), Texas has a mix of trailer and specialty RV builders, and it serves as a gateway to the large Southern market. Ohio and Pennsylvania are notable too – each with dozens of factories (Pennsylvania had 99, Ohio 84, per recent data) – partly due to spillover from the Midwest auto/RV belt and proximity to East Coast consumers. States like Iowa, Michigan, Wisconsin, and Georgia also host some production sites (each with 50–60+ factories). In many cases, these are smaller companies or specific product category manufacturers (for example, luxury bus conversion companies in Florida or high-end fifth-wheel makers in Kansas).

One trend is that manufacturers often set up facilities in regions that match their market. For instance, producers of lightweight travel trailers have popped up in the West and South to serve those regional markets more efficiently, rather than shipping everything from Indiana. Additionally, the Southeast has drawn RV production due to its population and workforce. The Southeast is home to the greatest percentage of U.S. population and thus a large demand pool, which has attracted some factories to states like Georgia and Alabama in recent years. These facilities benefit from being closer to the growing Sunbelt customer base and from lower manufacturing costs (land and labor) in some Southern states.

Still, the Great Lakes region (especially Indiana) remains unparalleled in RV manufacturing prowess. The MMCG analysis notes that the Great Lakes area not only provides supply chain advantages, but also has a cultural legacy of manufacturing know-how in vehicles. The presence of many camping and outdoor recreation sites even in that region (northern Michigan, Wisconsin, etc.) also historically fostered some local demand and thus local industry, though today’s logistics make that less of a factor than labor and suppliers.

Turning to distribution hubs – where RVs are shipped and sold – we see a different geographic pattern, one that aligns with population and RV popularity. RV manufacturers ship wholesale to dealers across the country, and certain states consistently rank as top destinations for these shipments. Texas is the #1 destination for RV shipments, receiving about 9.3% of all U.S. RV wholesale shipments in a recent year. This isn’t surprising, as Texas is the second most populous state, has a strong camping culture, and a large land area with many RV dealers. California is next, at about 6.5% of shipments, reflecting its huge population and demand (despite many Californians having to drive a bit to reach wide-open spaces, RVing remains popular for exploring the West). Florida closely follows at ~6.3%, buoyed by snowbird retirees and vacationers – Florida’s climate and plethora of RV parks make it a prime market, especially in winter. Interestingly, Indiana itself is the fourth-largest destination (~3.9%), likely because many units are sold in or near the region they’re made (and possibly because manufacturers sometimes count deliveries to local dealer lots or staging yards as “shipments” within Indiana before they disperse). Michigan rounds out the top five (~3.85%) not surprising given Michigan’s camping tradition (the state has one of the highest RV ownership rates per capita).

In general, the Sunbelt and Midwest dominate RV sales. States like Arizona, North Carolina, Ohio, and Pennsylvania all have strong RV markets as well. The Plains and Mountain states, while less populous, have very high RV ownership rates and thus plenty of dealers (for example, Arizona and Colorado are known for RV tourism). It’s worth noting that the distribution roughly follows where people have both the means and the desire to use RVs: suburbs/exurbs of large metro areas (where people have storage space for RVs and the income to buy them) and retirement-heavy areas (Florida, Arizona, etc.).

Geographic trends also extend to usage patterns. Upper Midwest states (like Minnesota, Wisconsin) and Mountain states (like Montana, Wyoming) have among the highest RV ownership per capita, as cultural affinity and access to nature are high. That drives dealer presence even if total population is lower. The Northeast has comparatively lower RV penetration (due to denser cities and less RV storage space), but even there, states like Pennsylvania and New York represent notable shares of industry demand.

For manufacturers, understanding these hubs is key for logistics and marketing. Many have set up regional distribution centers or secondary assembly points outside Indiana to shorten delivery times (for example, some manufacturers pre-stage inventory in the West or South). Additionally, the concentration of manufacturing in Indiana has led to clustering of supplier plants there – for instance, major appliance, furniture, and component suppliers for RVs (like air conditioner units, windows, axles) often have facilities in Indiana or adjacent states to feed the main factories.

One risk of the heavy Indiana concentration is exposure to local disruptions. A weather event, labor shortage, or pandemic outbreak in northern Indiana can ripple through the entire industry. Indeed, during COVID-19, Elkhart-area plant shutdowns effectively paused much of the nation’s RV production in spring 2020. The industry has since added some resilience by spreading out (a few companies expanded factories in Idaho, Utah, and Oklahoma, for example). But by and large, Elkhart’s hold remains firm, and the forecast period doesn’t anticipate that changing drastically – the efficiencies and ingrained ecosystem there are hard to replicate elsewhere.

In terms of future shifts, one could see incremental geographic diversification. If demand on the West Coast or Southeast keeps growing faster than other regions, manufacturers might consider building more assembly plants closer to those markets to save on freight (RVs are expensive to ship due to their bulk). Also, the push for electrification could cause new facilities to spring up; for instance, if an RV maker partners with an automotive EV maker, they might locate an EV RV plant near battery suppliers or EV chassis factories (which could be in the South or West where many EV investments are happening). But such changes would likely be gradual.

To summarize, geography in the RV industry is a tale of two maps: a production map centered overwhelmingly in the Midwest (especially Indiana), and a sales map that mirrors the U.S. population distribution with extra emphasis on outdoor-oriented states. Indiana’s dominance in manufacturing is expected to continue through 2029, given its deeply rooted infrastructure and workforce expertise. Meanwhile, states like Texas, California, Florida, and others will remain crucial markets. Manufacturers and dealers will keep a close eye on migration trends (the ongoing population shift to the Sunbelt) as that could further elevate the South’s importance in RV sales. But no matter where Americans move, many will take the RV spirit with them – and likely, those RVs will still proudly bear the mark “Made in Indiana, USA.”

Outlook for 2025–2029: Forecasts for Revenue,

Profitability, and Trade

Looking ahead, the RV market forecast in the US for 2025–2029 projects a period of moderate growth and gradual recovery from recent volatility. The industry experienced a roller-coaster in the early 2020s – but the next five years should see more steady expansion, albeit at a pace slightly below general economic growth. Key forecast indicators include industry revenue, profit margins, and international trade (imports/exports). These forecasts combine insights from the MMCG database (IBISWorld’s April 2025 analysis) and external trend data.

Industry revenue (the total value of RVs produced domestically) is expected to grow at roughly 2.9% annually from 2024 through 2029. In dollar terms, revenue is forecast to rise from about $35 billion in 2024 to approximately $40.5 billion by 2029. This CAGR of ~3% indicates modest growth – a comedown from the high-octane 4.7% CAGR of the 2019–2024 period that was boosted by the pandemic surge. Instead, 2025–2029 should be viewed as a stabilization and normalization era. By 2029, industry revenues will likely surpass the pre-pandemic trend line, but not by a wide margin. The growth will be driven by a combination of slightly higher unit sales and higher average prices. Unit shipment volumes are forecast to recover gradually from the 2022–2023 trough. According to RVIA’s latest projections, wholesale RV shipments are expected to climb from around 320,000 units in 2023 to ~346,000 units in 2025, and continue growing in the mid-300,000s unit range through the late 2020s. For context, as shown in Figure 1, shipments hit a peak of 600,000 in 2021 before plummeting; the forecast sees a “new normal” level around 350–400k units annually by 2029 as the market finds equilibrium (well below the 2021 spike, but also above the depressed 2023 level).

Several factors underpin the revenue growth outlook: First, consumer demand is anticipated to improve as economic conditions get more favorable (disposable incomes rising ~2–3%/year and consumer confidence rebounding). Interest rate relief by 2025–2026 will reduce borrowing costs for RV loans, pulling some buyers back into the market who deferred purchases in 2022–23. Second, product mix shifts will lift average selling prices – the industry is selling more feature-rich (and expensive) models, and as discussed, many pandemic-era buyers will be looking to upgrade to bigger or more amenity-packed RVs later this decade. This trend toward higher-end units will boost revenue even if unit growth is moderate. Third, new market segments (e.g. younger buyers, remote workers living in RVs) add incremental sales that didn’t exist before. And finally, replacement demand from the huge cohort of units sold during 2020–2021 will start to kick in toward 2028–2029 – those RVs will be 8-9 years old, a point when many owners trade in for a new model, providing a late-decade tailwind.

Profit margins for RV manufacturers are expected to improve slightly over the forecast period. Industry profit (operating profit before taxes) was about 2.1% of revenue in 2024, a slim margin by manufacturing standards. This was depressed by high input costs (materials, components) and some discounting needed to move inventory as demand cooled. By 2029, profit margins are forecast to reach around 2.7%. This improvement to the high-2% range will come from multiple efficiency gains: easing of supply chain bottlenecks (leading to more stable input prices), manufacturers leveraging economies of scale and automation in production, and a higher-margin sales mix (luxury RVs have better margins than entry-level units). Additionally, as consolidation continues, the larger players can negotiate better supplier contracts and optimize their operations, which should raise industry-wide average margins. It’s still a competitive industry with price-sensitive consumers, so margins are not expected to leap dramatically – even 3% would be an achievement – but the trend is positive. One note: These industry-average margins include many small firms; the major companies like Thor and Winnebago often report mid-single-digit net margins in good years (4–6%), so the strongest will remain comfortably profitable, while weaker/smaller ones keep the average lower. The forecast margin expansion assumes no major spike in steel/aluminum costs; if tariffs were lifted, that could further boost margins (or alternatively allow price cuts to spur more sales). Conversely, if a recession hits and volume falters, companies may offer incentives that squeeze margins again. At present, the baseline outlook is for gradual margin expansion as conditions normalize and cost-control initiatives (and tech like robotics in factories) bear fruit.

International trade in RVs will play a secondary but noteworthy role in the outlook. The U.S. is a net exporter of RVs – though exports are a modest share of production (roughly 8–9% of revenue in recent years). In 2024, total RV exports were about $3.0 billion, largely going to Canada (which typically accounts for 70–80% of U.S. RV export value). The forecast sees exports growing around 3.6% annually, reaching roughly $3.6 billion by 2029. This implies the export share of revenue might tick up slightly if domestic growth is slower. Canada will remain the prime export market – driven by an increasing Canadian RV ownership rate and the integration of the North American dealer network (many Canadian dealers stock U.S.-built units). However, one risk to this outlook was the aforementioned Canadian tariffs on U.S. RVs. The baseline expectation is that these trade barriers will be resolved or softened, allowing exports to resume more freely. If not, export growth could underperform. Other export markets include Australia, Europe, and some Asian countries where U.S. motorhomes are niche luxury products. The strong U.S. dollar in 2022 made exports pricier, but if the dollar stabilizes or weakens a bit by 2025, U.S. RVs become more competitive abroad. Imports of RVs into the U.S. are very low – historically under 1% of the domestic market – because shipping bulky RVs across oceans is cost-prohibitive and foreign RVs may not match U.S. consumer tastes (Europe has mostly smaller campervans/caravans that differ from American models). This is unlikely to change much; we project imports will remain minimal. One area to watch: if any foreign manufacturers set up assembly in the U.S. (for instance, a European brand partnering with a U.S. plant), that could slightly change trade flows, but essentially, America will continue to build almost all of the RVs it consumes, and export a small share of them.

The overall economic backdrop assumed in this forecast is one of moderate GDP growth (~2% annually), no severe recessions, and gradually lower interest rates after 2024. If a recession were to occur, RV sales would likely dip given their discretionary nature – the industry is known to be cyclical and correlated with consumer confidence. For instance, any downturn around 2026 could cause a temporary pullback in shipments and revenue, followed by a rebound. The forecast CAGR of 2.9% already bakes in some conservatism versus historical booms, but stakeholders should remain cognizant of macro risks. On the upside, should the economy outperform (with stronger housing markets or a surge in travel) or if a new demographic wave (like a larger-than-expected influx of millennials) hits, growth could surprise to the upside, perhaps returning to ~4–5% annually in a good scenario.

Finally, a qualitative aspect of the outlook: industry confidence and expansion plans. Manufacturers, buoyed by the pandemic sales windfall, invested in capacity expansion in 2021–22 (new production lines, etc.), some of which was under-utilized in 2023’s slowdown. As demand picks up again, that capacity will allow growth without major new capital expenditures. We don’t foresee a need for massive new factory building (except incremental shifts geographically as noted), so capital spending will be more on product development (like EVs) and less on sheer bricks-and-mortar. This means the industry can scale output efficiently as demand returns, supporting the forecasted growth without supply being a bottleneck as it was in 2021.

In summary, the U.S. RV manufacturing industry’s outlook for 2025–2029 is cautiously optimistic: a return to growth, but in a disciplined, sustainable trajectory. By 2029, industry revenue is projected around $40+ billion, with annual unit sales back in the 350–400k range (comparable to the mid-2010s, after the extraordinary spike and drop of the early 2020s). Profit margins should inch upward, restoring some health to manufacturers’ finances. Trade will contribute modestly as North American demand rises on both sides of the border. The sector will continue to be influenced by the broader economy’s ups and downs, but the enduring appeal of the RV lifestyle – now embraced by a wider demographic – provides a solid demand floor. As one industry CEO put it, “The market is poised for additional growth next year with dealer inventories at healthy levels, continued strong consumer interest in RV ownership, and interest rates that are expected to ease.” This sentiment captures the turning point the industry faces: moving past the recent turbulence into what could be a period of sustained, if unspectacular, expansion – keeping the RV industry firmly on the road to new opportunities by 2029.

Table: Key U.S. RV Industry Forecast Metrics, 2024 vs 2029 (proj.)

Metric (US RV Manufacturing)	2024 Estimate	2029 Forecast
Industry Revenue (nominal)	~$35.5 billion	~$41.2 billion
Annual Revenue Growth	2.4%-2.8%	~2.9% CAGR (’24–’29)
Average Industry Profit Margin	~2.1%	~2.8%
Wholesale Shipments (units)	~324,000rv-pro.com	~380,000 (approx.)
Export Value (US-made RVs)	~$3.0 billion	~$3.6 billion
Export % of Revenue	~8%	~9%

Sources: MMCG Database for revenue and profit forecasts; RVIA/RV PRO for shipments; MMCG for export data. Figures for 2029 are projections; actual outcomes may vary with economic conditions.

Conclusion

The Recreational Vehicle manufacturing industry in the US is charting a course through the post-pandemic landscape with cautious optimism. The boom-and-bust swings of the early 2020s highlighted both the industry’s resilience and its volatility. As we look toward 2025–2029, the picture that emerges is one of an industry maturing into a new equilibrium: growth driven by an expanded, younger customer base and sustained love of the open road, tempered by economic realities and competitive pressures.

Several powerful themes will define this period. Consumer demographics are more favorable than ever – RVing is no longer the exclusive domain of retirees, with families and millennials now a driving force, thanks to pandemic-era shifts and evolving lifestyles. Innovation is accelerating, particularly in electrification and sustainable RV design, ensuring that the industry stays relevant and appealing in an eco-conscious future. Manufacturers leading the charge in EVs and green tech stand to gain a competitive edge. The competitive landscape is intense but largely in the hands of a few conglomerates, whose consolidation strategies and economies of scale will shape product offerings and pricing. Yet, vibrant competition from niche players means buyers will continue to see a rich variety of options, keeping the big firms on their toes. The policy environment appears broadly supportive – key tax and infrastructure wins have been notched in recent years, and regulators are working in tandem with industry on safety and standards. If tariffs and trade disputes ease, that could be icing on the cake, bolstering profitability and export potential. Geographically, the industry’s roots remain deep in the American Midwest, even as the market sprawls across Sunbelt states and beyond, following population and recreation trends.

Financially, the industry is set to regain stability. By 2029, annual revenues are projected to surpass pre-pandemic levels, reaching around $40 billion, with healthier margins and solid export markets to complement domestic sales. While growth rates won’t match the heady spikes of 2021, steady expansion is in store – effectively outpacing GDP but without overheating. In the context of a mature industry, that is a promising outlook. The phrase “Gone camping,” which headlined the 2025 MMCG report, might well characterize the coming years in a different sense: not as an urgent rush for supply, but as a steady, confident journey forward for an industry that has found its footing again.

Risks remain on the horizon – an unexpected economic downturn, fuel price shocks, or a slower adoption of new tech than anticipated could all pose hurdles. However, the industry has proven its ability to adapt (pivoting during COVID-19, innovating through supply crises, and attracting new customers). The newfound structural shifts – such as remote work enabling more RV travel and younger generations embracing the RV lifestyle – provide a resilience that did not exist a decade ago. There is a sense that RVing has entered the mainstream of American leisure in a lasting way, rather than being a niche or retiree-only activity.

As a result, the 2025–2029 outlook for US RV manufacturing is one of cautiously confident progress. Manufacturers, dealers, and investors can look forward to a phase of rebuilding and growth, backed by data-driven optimism. By 2029, the industry should be not only larger in economic terms but also more technologically advanced, more environmentally friendly, and serving a broader swath of the population than ever before. In a word, the road ahead looks steady and bright – with America’s RV makers ready to ride the next wave of adventure, innovation, and prosperity.

November 21, 2025, by a collective of authors at MMCG Invest, LLC, RV park feasibility study consultants

Sources:

1. National Park Service – 2022 Visitation Report (February 27, 2023)

2. RV Industry Association (RVIA) – 2024 RV Industry Profile (Key Findings)

3. RVIA/RV PRO – RV RoadSigns Forecast Winter 2024 (Dec 5, 2024) – Craig Kirby quote and shipment projections

4. Go RVing (RVIA) – 2025 RV Owner Demographic Profile (Feb 2025) – RV owner median age and demographics

5. RV Dealers Association (RVDA) – RV Retail Market Share Data 2022 – breakdown by manufacturer and segment

6. RVIA – Infrastructure Investment and Jobs Act Highlights (Nov 2021) – funding for campgrounds and EV infrastructure

7. RVIA – Budget Reconciliation Bill 2025 – Floorplan interest deductibility fix (press release, May 23, 2025)

8. Winnebago Industries – Innovation News (2023) – Launch of all-electric eRV2 prototype

9. Airstream (Thor Industries) – eStream Concept Announcement (Feb 2022)

10. RVIA – RV Shipments Historical Data – Annual wholesale shipment figures 2007–2022

11. ConsumerAffairs – RV Ownership Statistics 2025 (Jan 2025) – RV ownership by age group

12. RVBusiness – “RV market struggles, park models defy decline” (2023) – market share and sales trends.

13. IBISWorld – Industry Outlook and Performance Indicators