If you’ve seen headlines about an “RV ban” in six states for 2025, you’re not alone. The reality is more nuanced: new emission rules aimed at medium- and heavy-duty vehicles are colliding with an RV chassis market that isn’t ready with zero-emission options at scale. The practical result is a sharp constraint on new motorhome sales in certain states—less a law that says “no” and more a supply-side squeeze that feels like one.

What’s actually changing in 2025

Beginning in 2025, several states following California’s Advanced Clean Trucks (ACT) regulation require manufacturers of medium- and heavy-duty vehicle chassis to meet rising zero-emission sales targets. Because most larger motorhomes are built on these chassis and suitable zero-emission models aren’t widely available, manufacturers face tough choices: sell fewer combustion chassis, rely on limited credit mechanisms, or pause certain deliveries into those states. The rule doesn’t explicitly “ban RVs,” but for buyers shopping a new Class A or Class C in affected states, it may feel that way.

Can New Large RVs Still Be Built and Sold in 2025?

Here’s the truth behind the headlines: new large motorhomes are not technically “banned” in the six ACT-adopting states—but the rules have created a regulatory maze that’s almost impossible for manufacturers to navigate. The result feels like a ban, even though the law itself doesn’t say “no more RVs.”

The Certification Catch

Under the ACT Regulation, chassis manufacturers who sell into participating states must meet yearly zero-emission sales targets for medium- and heavy-duty vehicles—anything over 8,500 lb GVWR. Most large motorhomes fall squarely into that category. The rule doesn’t outlaw combustion engines; it pressures manufacturers to balance every gas or diesel chassis sold with zero-emission credits. Since there are almost no electric or hybrid chassis that can support the weight and power demands of Class A/C motorhomes, those credits are nearly impossible to earn. In short, the certification math doesn’t work yet.

Why This Hits Oregon Builders Hard

Luxury coach builders like Marathon Coach in Oregon are prime examples. They build high-end coaches on heavy-duty bus chassis—some of the most technically advanced vehicles on the road—but even they depend on chassis suppliers that must comply with these new quotas. If those suppliers can’t or won’t provide internal-combustion chassis for ACT states, production and sales pipelines tighten overnight.

What It Means for RV Buyers and Travelers

For buyers in affected states, the impact is immediate: fewer new large rigs, longer wait times, and higher prices for remaining stock. Dealers may encourage out-of-state purchases or certified pre-owned models. Full-time RVers won’t face travel restrictions, but replacement options could narrow for several years—until zero-emission chassis become viable.

Because manufacturers rarely disclose exact numbers, it’s impossible to know precisely how much production will shrink. But ACT-adopting states account for roughly 40 % of all U.S. motorhome sales. If even half of those sales are disrupted while builders wait for compliant chassis, that could temporarily remove 20–30 % of large new motorhomes from the national supply. That estimate aligns with the industry’s overall 10 % shipment decline in early 2025—showing how policy, supply, and demand pressures are converging at once.

A Long Game of Supply and Innovation

Eventually, the technology will catch up. Electric and hybrid heavy-duty chassis platforms are in development by major truck and bus manufacturers, and once they reach production, the ACT framework could open the door to a new generation of low-emission motorhomes. But that future isn’t here yet—and until it is, large motorhome builders in states like Oregon, Washington, and California will continue to face a compliance wall that limits what they can sell, where they can sell it, and at what cost.

Why This Matters to Active RVers

• Registration workarounds: More full-timers will register in non-ACT states—legal but paperwork-heavy.
• Used rigs become king: Fewer new motorhomes mean tighter secondary markets and higher values.
• Campground culture shifts: Smaller rigs and towables increase, changing site mix and infrastructure needs.

The Overlooked Friction Point: Older RVs Aren’t Welcome Everywhere

Many private parks and resorts enforce a “10-year rule” or appearance standard. It’s not a law—it’s policy tied to aesthetics and insurance. Some parks will accept well-maintained rigs after inspection, but others are strict. As more travelers keep rigs longer, condition-based approvals will likely replace age cutoffs.

How Campground Owners May Adapt

• Condition-based admissions: Expect more photo pre-approvals instead of automatic age rejections.
• Site mix recalibration: Growth in towables and Class Cs will favor shorter pads and 30-amp setups.
• Service differentiation: Parks adding mobile-tech referrals or clear dump stations will stand out.
• Regional rebalancing: Non-ACT states near adopters may see longer stays and higher demand.

Practical Guidance for Travelers in 2025–2026

1. If upgrading, confirm where you can register before purchasing a new rig.
2. Document condition: Keep current photos and service records for park approvals.
3. Plan maintenance early: With aging rigs on the road, service slots will tighten.
4. Mind resale: Well-kept Class A/C rigs may appreciate; cleanliness and records matter.
5. Keep systems fresh: Regular tank and seal maintenance keeps older rigs park-friendly. See our RV tank-care guide.

The Quiet Long Game

We may look back on 2025 as the year the RV world quietly pivoted—not with a ban, but with incremental change: older rigs staying longer, park rules evolving, and buyers adjusting. For RVers, the key is staying informed and maintaining rigs in top condition.