Motor Vehicle Body and Trailer Manufacturing (U.S.) — NAICS 3362

A Histometrics industry-group primer. NAICS (North American Industry Classification System) 2022 code 3362 is a four-digit "industry group." It contains exactly one child industry — 33621 — so this level and that child are effectively the same thing. This is a short pass-through page: it explains why the two levels coincide, gives 3362's own federal ground-truth statistics, and points you to the full 33621 primer for detail. Forward-looking statements are framed as judgments, not facts.

1. Overview

NAICS 3362 covers every U.S. plant that builds a vehicle body, trailer, or towable but not the complete self-powered vehicle underneath it — truck bodies, freight trailers, motorhomes, and towable RVs (recreational vehicles). Because the classification system places only one industry (33621) inside this group, 3362 and 33621 describe the exact same set of factories. Everything true of 33621 is true of 3362; the numbers are identical.

The idea to carry through the whole page: this is a single statistic covering two economies that rarely move together — a commercial half (truck bodies and freight trailers) that rides the freight-and-construction cycle, and a recreational half (motorhomes and towable RVs) that rides the interest-rate-and-consumer-confidence cycle. On the 2026 evidence, even that two-way split is too coarse. Through May 2026 the commercial side was still soft while total RV shipments fell 14.4% year over year — but the fall was entirely towable: towables were down 17.2% while motorhomes were up 11.8%, on a shift toward smaller Class B and C coaches.[6] Two sub-industries that share a demand engine on paper delivered opposite results in the same five months. Read 3362 as four loosely grouped cycles, not two. For anything beyond this summary — the four sub-industries, company names, and investment routes — read the 33621 primer, which is the full treatment.[1]

2. What's inside — and why this level equals its one child

The 2022 NAICS structure nests as follows:

• 3362 Motor Vehicle Body and Trailer Manufacturing (this page)
• 33621 Motor Vehicle Body and Trailer Manufacturing — the sole child, which in turn splits into four "national" industries:
• 336211 Motor Vehicle Body (truck bodies on a bought chassis) — ~28% of receipts, ~34% of jobs[2][3]
• 336212 Truck Trailer (freight trailers for Class 8 tractors) — ~24% / ~27%[2][3]
• 336213 Motor Home (drivable RVs) — ~10% / ~7%[2][3]
• 336214 Travel Trailer & Camper (towable RVs plus generic cargo/utility trailers) — ~38% / ~32%, the largest single sub-industry[2][3]

Because 33621 is the only five-digit industry under 3362, the four-digit group is a pass-through: it adds no scope of its own and simply re-labels 33621. Two shape facts are worth carrying up, though, because they reframe the level's headline numbers. First, the revenue center of gravity is towable RVs, not work trucks: the commercial half is ~52% of receipts and the recreational half ~48%, but by employment the commercial half is larger (~61% of jobs), because RV plants carry higher selling prices and more bought-in content per worker.[2][3] Second, concentration is bimodal — the commercial sub-industries are genuinely fragmented (bodies HHI ~238, trailers ~381) while the recreational ones are oligopolies (motorhomes HHI ~2,023 with CR4 ~82.5%; towables CR4 ~71.4%) — so the blended level HHI of 494 is an averaging artifact, not a description of any real market.[2] The economic story lives entirely one level down; see the 33621 primer, Section 2, for the sub-industry-by-sub-industry contrast (which is the heart of the analysis).[1]

3. How big it is

Federal ground-truth figures for NAICS 3362 (our ingested data). They match the 33621 level because the two are the same population:

(CR4/CR8/CR20/CR50 = combined revenue share of the four, eight, twenty, and fifty largest firms. HHI = Herfindahl-Hirschman Index, a standard concentration gauge where U.S. antitrust agencies treat ~1,500+ as "moderately concentrated" and ~2,500+ as "highly concentrated.")

So 3362 is a mid-sized manufacturing industry group: roughly 2,200 plants, ~170,000 workers, and ~$72 billion of body-and-trailer shipments a year.[2][3] The identity with 33621 is exact rather than approximate, and the rollup below it is unusually clean — the four sub-industries' establishment counts and employment sum precisely to these totals, with receipts and payroll matching to rounding. (The firm count is the one exception: 1,880 at this level versus 1,911 summed across the four, because a company operating in two of them is counted once here.)[2][3]

Where it is. The two halves have very different maps, and only one of them is clustered. Indiana — effectively the Elkhart County area — builds roughly 86% of all RVs made in the U.S. and Canada.[24] Body and trailer plants, by contrast, sit near fleets, dealers, and chassis pools across many states. One Indiana labor market, weather event, or supplier cluster is therefore a level-wide risk for roughly half of 3362's receipts and almost none of the other half.

Undercount and scope caveats — read before comparing to any "market" figure:

• Bodies understate the vehicles they complete. Federal receipts count only the body added on top, not the purchased chassis; that chassis value lands with the automaker (Ford, GM, Stellantis, Freightliner), not here. Many small upfitters that finish vehicles are also filed under wholesale, distribution, or repair codes. Treat the commercial-body receipts as a floor.[4]
• Trailers understate U.S. demand. These figures measure U.S. production; a large share of trailers sold here are imported (chiefly from Mexico), so domestic demand is materially larger than shipments imply — the gap that drives the trade case in Section 8.[11]
• Towables overstate the RV slice. The 336214 sub-industry bundles ordinary cargo and utility trailers and truck caps with RVs, so part of what looks like consumer exposure at this level is really small-business capex. A landscaper's utility trailer and an Airstream share the code.[4]
• Timing matters. The 2022 Economic Census caught a pandemic-boom peak for RVs, which then fell hard in 2023–24 before stabilizing in 2025 — so the recreational receipts overstate the current run-rate.[7]
• The RV trade data is internally inconsistent. RVIA's 2025 year-end release carries headline totals that differ slightly from its own line-item totals (342,220 versus 342,121 RVs; 306,191 versus 306,114 towables; motorhomes 36,029 in prose versus 36,007 in the table). The differences are small and unexplained; the child primer preserved rather than reconciled them, and so does this page.[7]

These are scope-and-timing caveats, not hidden-operator caveats: unlike industries dominated by tiny informal firms, 3362's manufacturing core is captured well by federal statistics.

4. The investable universe — where value concentrates

There is no single stock that is "NAICS 3362" (or 33621). Public exposure is scattered across the four sub-industries and concentrates in the recreational half, which is where the liquid, direct plays live — the two listed RV makers, Thor Industries (~47.5% of U.S./Canada motorized retail registrations) and Winnebago Industries (~15.2%), with Forest River (~20.2%) private inside Berkshire Hathaway[14][15] — plus content suppliers (LCI Industries, Patrick Industries) and the largest dealer (Camping World). The commercial half is thinner: freight trailers offer essentially one pure-play public maker (Wabash National, and even that is imperfect — new trailers were only 65% of its 2025 revenue),[17] while truck bodies offer no pure play at all — only slices inside diversified industrials (Terex, Aebi Schmidt, Oshkosh, Federal Signal, Blue Bird) or the private / private-equity route.

One rollup-level wrinkle worth knowing before you use the four-box map: the listed companies do not respect it. Wabash sits in both commercial sub-industries, and after absorbing REV Group in February 2026 Terex spans truck bodies and motorhomes.[19] Think in terms of which demand engine you are buying, not which NAICS box. The full ticker-level map, share figures, and cross-over names are in the 33621 primer, Section 4.[1]

5. How the money works

All four sub-industries run the same model — a build-to-order assembly business that mounts a body, box, or living quarters onto a purchased chassis, keeping the costliest part off the balance sheet but tying output to chassis availability. Profitability swings with capacity utilization far more than price (high operating leverage, hence deep cyclicality), and steel/aluminum/lumber input costs hit on a lag because orders are priced months before delivery. Buyers are concentrated on both sides — fleets, dealer groups, and floor-plan lenders — so a handful of decisions moves the level's output.[16][17]

One model, four outcomes. Fiscal 2025 showed how far apart the same business model can run in a single year: Thor's North American Towable segment earned a 13.1% gross margin,[14] its Motorized gross margin fell to 9.7%,[13] Winnebago's Motorhome segment swung to a −0.6% operating margin (a $7.3 million loss),[16] and Wabash's trailer segment gross margin collapsed from 12.4% to 1.9%.[17] Against all of them, the steadier pools were the aftermarket (Wabash Parts & Services at an 18.6% gross margin, profitable while new-trailer assembly lost money)[17] and engineered vocational bodies (REV's Specialty Vehicles at a 12.5% adjusted EBITDA margin).[18] The level lesson: mix and aftermarket, not scale, separate the winners — the money is in low-volume engineered work and parts-and-service, not commodity boxes at either end.

Backlogs point in opposite directions, which is itself a fair summary of 3362: REV closed fiscal 2025 with $4.402 billion of specialty-vehicle backlog[18] and Thor's motorized backlog rose 29.3% to $1.005 billion as dealers restocked,[13] while Wabash's backlog fell 40% to $705 million.[17] Treat all of it as softer than in most capital-goods industries — RV dealer orders can often be cancelled without penalty, and commercial customers may change quantity, specification, or timing.[13][17][18] The two halves also diverge on what to watch: the commercial half on net orders and backlog; the recreational half on the gap between wholesale shipments to dealers and retail registrations plus dealer floor-plan (inventory) financing. Full detail is in the 33621 primer, Section 5.[1]

6. What drives demand

Two engines — with the 2026 caveat from Section 1 that sub-industries sharing an engine can still move apart:

• Commercial half — the goods economy: freight volumes and rates (the purest read for trailers), e-commerce last-mile delivery, construction and vocational work, and municipal / public-safety budgets (fire trucks, ambulances, buses — steadier and more counter-cyclical). A useful direct gauge of how much body work is being fed into the plants: U.S./Mexico commercial-truck chassis sales were down 8.9% year over year in April 2026.[26]
• Recreational half — the discretionary consumer: interest rates and credit (the single biggest lever — RVs are financed and dealer inventory is floor-plan financed, so higher-for-longer squeezes both at once), consumer confidence, and a genuine demographic tailwind as the RV buyer base broadens and gets younger (median owner age fell from 53 in 2021 to 49 in 2025). Size that tailwind loosely: RVIA's own 2025 materials support readings of roughly 8 to 11 million RV-owning U.S. households, the survey methodology changed in 2025, and the two RV sub-industry primers read it differently — do not build a model that depends on the difference.[27]

Common to both: replacement cycles put a recurring floor under demand, and electrification is an emerging product-mix and supply factor. See 33621 primer, Section 6.[1]

7. Regulation

Every sub-industry is regulated as a vehicle, not as housing or as a rate-regulated utility — so there is no rate base, license, or franchise limiting who may compete; compliance is a discipline, not a moat. Commercial-body builders act as final-stage manufacturers and must certify the finished truck to FMVSS (Federal Motor Vehicle Safety Standards), enforced by NHTSA (National Highway Traffic Safety Administration), carrying recall and defect-remedy obligations with it. RVs fall under NHTSA/FMVSS for lighting, brakes, and tires but are otherwise policed by industry self-certification (the RVIA — RV Industry Association — seal, backed by unannounced factory inspections) and are exempt from the federal HUD (Department of Housing and Urban Development) manufactured-home code.[1] Environmental compliance hits both halves with opposite bills of materials — EPA air rules on painting and coating for body plants, TSCA formaldehyde rules on plywood and particleboard for RV plants.[1]

Cutting across both halves, two items have moved since this page was last written. Section 232 tariffs on steel and aluminum rose from 25% to 50% in mid-2025 and were extended in September 2025 to softwood lumber and the imported lauan plywood the RV industry relies on, raising the input-cost floor for all four sub-industries.[21] And CARB (California Air Resources Board) Advanced Clean Trucks rules have become a live supply pinch rather than a future one: with no viable zero-emission motorhome chassis yet, some suppliers have paused conventional motorhome-chassis sales in California and the states following its rules.[22] Full detail in the 33621 primer, Section 7.[1]

8. Consolidation

The four sub-industries sit at very different points on the consolidation curve — which is why the blended HHI of 494 is misleading. Motorhomes are already an oligopoly (Thor, Winnebago, Berkshire's Forest River, plus the former REV brands now inside Terex — four groups hold 89.5% of U.S./Canada motorized retail registrations),[15] and towables are an oligopoly on top of a fragmented tail of small trailer welders. Freight trailers are consolidated among a top five but not concentrated. Truck bodies are the fragmented roll-up frontier and the industry's most active consolidation theater: Shyft into Aebi Schmidt closed July 1, 2025 (~$1.9 billion of combined pro-forma revenue),[20] and REV Group into Terex closed February 2, 2026, removing REV as a standalone listed exposure.[19]

The trailer trade case has moved from petition to preliminary duty — the single biggest structural swing factor for that sub-industry, and an update to what this page previously described as merely a live case. On July 30, 2026 the Commerce Department announced preliminary affirmative antidumping determinations on van-type trailers: an "all others" margin of 4.29% for Canada and an adjusted all-others cash-deposit rate of 7.10% for Mexico (Hyundai de México 8.35%, Utility Trailer de México 2.43%),[11] and a preliminary adjusted antidumping rate of 130.76% for China with preliminary countervailing-duty rates including 82.37% for specified CIMC entities.[12] These are preliminary, not final. If duties land near these levels they would reshape share and push production onshore. See 33621 primer, Section 8.[1]

9. Risks

Shared: deep cyclicality (fiscal 2025 produced operating losses in Wabash's trailer segment and Winnebago's motorhome segment in the same year),[16][17] chassis/component dependence (a shortage or emissions-driven allocation can idle plants regardless of demand),[16][22] input-cost and tariff whipsaw (the Section 232 step from 25% to 50% raised the floor for all four),[21] skilled-labor scarcity, and integration risk on the recent mega-mergers. On labor there is now a level-specific data point: BLS put the 2024 recordable injury and illness rate at 5.1 cases per 100 full-time workers for NAICS 3362, against 3.2 for transportation-equipment manufacturing overall — measurably more dangerous work than the sector average.[23]

Commercial-specific: backlog normalization (entering-2026 trailer backlog was ~84,500 units, about 21% below a year earlier, after 2025 output of 200,485 units versus 245,344 in 2024),[9][10] product-liability litigation, and import competition or, alternatively, higher fleet costs if the preliminary duties hold.[11] On the litigation point, an update: a Missouri jury hit Wabash with a $462 million underride verdict in September 2024,[25] but the judgment was subsequently reduced — Wabash recorded a $450 million loss in 2024 and a $418 million gain in 2025 — so the exposure is real while the headline number was not the final cost.[17] Recreational-specific: an interest-rate/confidence relapse, wholesale-vs-retail channel whipsaw, concentration risk given so few RV makers, and the geographic single point of failure of ~86% of North American RV output in one Indiana region.[24] Full list in the 33621 primer, Section 9.[1]

10. How to invest, and the outlook

Because 3362 is one statistic over two economies, the practical move is not to buy "the industry" but to decide which demand engine you want, then choose the sub-industry and ownership route that gives the cleanest exposure:

• A discretionary-consumer / rate-cycle bet → the recreational half (Thor, Winnebago, plus RV suppliers and dealers). These move together and violently, so entry point and sizing matter more than stock selection.
• A freight-cycle bet → the truck-trailer sub-industry (Wabash is the only listed pure play, diluted by the ~35% of revenue that is not new trailers), watched via monthly trailer orders and backlog.[17]
• A commercial-body / vocational bet → no pure play; body slices inside diversified industrials (Terex and Aebi Schmidt are the cleanest proxies after the 2025–26 reshuffle), or the private / private-equity buy-and-build route that dominates the fragmented body tail.[19][20]

Near-term outlook (forward-looking): the halves are on different clocks and 2026 has pulled them further apart. The commercial half hinges on the freight-cycle turn (December 2025 orders surged, but builds hit their lowest level since 2010 and the entering-2026 backlog was 21% lighter),[10] on whether Commerce's preliminary duties become final determinations later in 2026,[11][12] and on merger synergies. The recreational half is now two stories rather than one: motorhomes up 11.8% through May 2026 on Class B and C demand, towables down 17.2%, against an RVIA 2026 forecast of roughly 314,000 total RV units (about −8% versus 2025).[6][8] Both still hinge on the rate path, the destock/restock signal, tariffs, and the younger-buyer demographic. For the full how-to-invest section, private-market routes, and outlook, see the 33621 primer, Section 10.[1]

---

Sources

1. Histometrics primer — NAICS 33621 Motor Vehicle Body and Trailer Manufacturing (the sole child of 3362; full sub-industry detail, company names, regulatory treatment, and investment routes).
2. U.S. Census Bureau. "2022 Economic Census — receipts, firms, CR4/CR8/CR20/CR50 and HHI for NAICS 3362 / 33621 and national industries 336211–336214." census.gov. https://www.census.gov/programs-surveys/economic-census.html
3. U.S. Census Bureau. "County Business Patterns (CBP), 2023 — NAICS 3362 / 33621 and children (establishments, employment, annual and Q1 payroll)." census.gov. https://www.census.gov/programs-surveys/cbp.html
4. U.S. Census Bureau. "2022 NAICS Definitions: 3362 / 33621 and national industries 336211–336214 (scope and exclusions)." census.gov. https://www.census.gov/naics/?input=3362&year=2022
5. U.S. Small Business Administration. "Table of Small Business Size Standards (NAICS 336211/336212/336214 = 1,000 employees; 336213 = 1,250), 2023." sba.gov. https://www.sba.gov/document/support-table-size-standards
6. RV Industry Association. "RV Shipments 22,900 in May" (May 2026: total RV shipments −14.4% y/y, towables −17.2%, motorhomes +11.8%). 2026. https://www.rvia.org/reports-trends/rv-shipment-reports/2026-05/rv-shipments-22900-may
7. RV Industry Association. "RV Shipments End 2025 with 342,220 Units, Modest 2.5% Growth over 2024" (2025 totals; motorhomes ~36,000, +3.3%; towable line items totaling 306,114; headline-vs-line-item discrepancies). 2025. https://www.rvia.org/reports-trends/rv-shipment-reports/2025-12/rv-shipments-end-2025-342220-units-modest-25-growth-over-2024
8. RV Industry Association. "RV RoadSigns Quarterly Forecast — 2026 wholesale shipments (~314,000-unit median)." 2026. https://www.rvia.org/rv-roadsigns-quarterly-forecast
9. ACT Research, via Commercial Carrier Journal. "Major trailer producers and 2024–2025 unit output/share; 2025 industry output 200,485 units vs. 245,344 in 2024." 2025–2026. https://www.ccjdigital.com/trucks/article/15742636/could-hyundai-transleads-dominance-be-a-glimpse-into-the-future-of-trucking; https://www.actresearch.net/resources/knowledge-center/who-are-the-major-players-in-the-trailer-market-and-what-are-their-sales
10. FleetOwner / Truck Parts & Service (citing ACT Research and FTR). "U.S. trailer orders and backlog, 2025 year-end (backlog ~84,501 units, −21% y/y; December builds lowest since 2010; December orders surge)." 2025–2026. https://www.fleetowner.com/equipment/article/55352048/december-us-trailer-orders-surge-but-face-tariff-volatility-in-2026; https://www.truckpartsandservice.com/trucks-trailers/trailers/article/15818237/trailer-industry-backlog-growth-signals-possible-2026-recovery
11. U.S. Dept. of Commerce, International Trade Administration. "Preliminary Affirmative Determinations, Antidumping Duty Investigations: Van-Type Trailers and Subassemblies from Canada and Mexico" (all-others: Canada 4.29%, Mexico 7.10%; Hyundai de México 8.35%; Utility Trailer Manufacturing de México 2.43%). July 30, 2026. https://www.trade.gov/preliminary-affirmative-determinations-antidumping-duty-investigations-van-type-trailers-and-0
12. U.S. Dept. of Commerce, International Trade Administration. "Preliminary Affirmative Determinations: Van-Type Trailers from China" (AD rate 130.76%; CVD rate 82.37% for specified CIMC entities). July 2026. https://www.trade.gov/preliminary-affirmative-determinations-antidumping-duty-investigations-van-type-trailers-and; https://www.trade.gov/preliminary-affirmative-determinations-countervailing-duty-investigations-van-type-trailers-and-0
13. Thor Industries, Inc. "THOR Industries Announces Fiscal 2025 Fourth Quarter and Full Year Results" (North American Motorized 9.7% gross margin; motorized backlog +29.3% to $1.005B; order-cancellation risk). 2025. https://www.globenewswire.com/news-release/2025/09/24/3155308/0/en/THOR-Industries-Announces-Fiscal-2025-Fourth-Quarter-and-Full-Year-Results.html
14. Thor Industries, Inc. Form 10-K, fiscal year ended July 31, 2025 (North American Towable $3.785B and 13.1% gross margin; ~47.5% motorized and ~38–39% travel-trailer/fifth-wheel share; dealer concentration). SEC EDGAR. https://www.sec.gov/Archives/edgar/data/730263/000073026325000019/tho-20250731.htm
15. Thor Industries, Inc. Q2 FY2026 Investor Presentation (U.S./Canada motorized retail registration share by group: Thor ~47.5%, Forest River ~20.2%, Winnebago ~15.2%; four groups 89.5%). 2026. https://www.sec.gov/Archives/edgar/data/730263/000073026326000008/thoq2fy26-investorpresen.htm
16. Winnebago Industries, Inc. Form 10-K, fiscal year ended August 30, 2025 (Motorhome segment $7.3M operating loss, −0.6% margin; chassis supplier concentration; two floorplan lenders ~51% of financed dealer inventory). SEC EDGAR. https://www.sec.gov/Archives/edgar/data/107687/000010768725000034/wgo-20250830.htm
17. Wabash National Corp. Form 10-K, FY2025 (new trailers 65% of revenue; backlog $1.17B → $705M; Transportation Solutions gross margin 12.4% → 1.9%; Parts & Services gross margin 18.6%; top five customers ~35% of sales; $450M litigation loss 2024 and $418M gain 2025). SEC EDGAR. https://www.sec.gov/Archives/edgar/data/879526/000087952626000036/wnc-20251231.htm
18. REV Group, Inc. Form 10-K, fiscal year ended October 31, 2025 (Specialty Vehicles backlog $4.402 billion and 12.5% adjusted EBITDA margin; "highly fragmented market"; backlog cancellation risk). SEC EDGAR. https://www.sec.gov/Archives/edgar/data/1687221/000119312525313470/revg-20251031.htm
19. PRNewswire / Terex Corporation. "Terex Corporation and REV Group Complete Merger" (closed February 2, 2026). 2026. https://www.prnewswire.com/news-releases/terex-corporation-and-rev-group-receive-stockholder-approval-for-merger-302673139.html
20. PRNewswire. "The Shyft Group and Aebi Schmidt Group Announce Successful Completion of Merger, Creating Global Specialty Vehicle Leader" (closed July 1, 2025; ~$1.9B combined pro-forma revenue). 2025. https://www.prnewswire.com/news-releases/the-shyft-group-and-aebi-schmidt-group-announce-successful-completion-of-merger-creating-global-specialty-vehicle-leader-302495121.html
21. RV Industry Association. "Latest Tariff Developments — Section 232 steel/aluminum 25% to 50%, softwood lumber and lauan plywood." 2025. https://www.rvia.org/news-insights/latest-tariff-developments
22. RV Industry Association. "Impact of CARB's ACT Regulation On Motorhomes: What You Need To Know." 2024. https://www.rvia.org/news-insights/impact-carbs-act-regulation-motorhomes-what-you-need-know
23. U.S. Bureau of Labor Statistics. "Table 1. Incidence rates of nonfatal occupational injuries and illnesses by industry, 2024" (NAICS 3362 = 5.1; transportation equipment manufacturing = 3.2 per 100 full-time workers). bls.gov. https://www.bls.gov/web/osh/table-1-industry-rates-national.htm
24. RVBusiness / RV Industry Association. "RVIA Industry Profile Details Production, Shipment Stats" (Indiana produces ~86% of North American RVs; the Elkhart cluster). 2025. https://rvbusiness.com/rvia-industry-profile-details-production-shipment-stats/
25. Missouri Lawyers Media. "St. Louis jury returns $462M verdict ($12M compensatory, $450M punitive) against Wabash National in fatal rear-underride case, Sept. 2024." 2024. https://molawyersmedia.com/2024/09/25/jury-returns-462m-verdict-in-underride-crash-that-killed-two-fathers/
26. NTEA — The Work Truck Association. "Market Data / Industry Statistics" (U.S./Mexico commercial-truck chassis sales −8.9% year over year, April 2026). ntea.com. https://www.ntea.com/data-reports/market-data-industry-statistics
27. RV Industry Association / Ipsos. "2025 Go RVing RV Owner Demographic Profile" and "RV Ownership Evolves: Younger, More Diverse and More Engaged" (median owner age 53 in 2021 to 49 in 2025; owning-household counts; 2025 methodology change). 2025. https://www.rvia.org/2025-go-rving-rv-owner-demographic-profile; https://www.rvia.org/news-insights/rv-ownership-evolves-younger-more-diverse-and-more-engaged