Best RVs for Mountain Travel: Class A vs Class C, Diesel vs Gas

Last updated: July 18, 2026

Quick Answer: Best RVs for Mountain Travel – For most mountain travellers, a Class C motorhome with a diesel engine offers the best balance of manoeuvrability, climbing power, and driver confidence on steep grades and tight switchbacks. Class A rigs deliver more living space and comfort but their size and weight create real challenges on narrow mountain roads. Gas engines work for moderate elevation gains, but diesel torque becomes a meaningful safety advantage on sustained climbs above 6,000 feet.

Key Takeaways

• Class C motorhomes (20-33 feet) handle mountain switchbacks and narrow roads more safely than Class A rigs (25-45 feet) for most drivers
• Diesel engines produce significantly more low-end torque than gas, which directly improves climbing ability and exhaust brake performance on descents
• Real-world fuel economy on mountain grades: gas Class A averages 6-9 MPG, gas Class C averages 9-14 MPG, diesel Class A and Super C average 10-14 MPG [2][3]
• Class A motorhomes sit 12.5 feet tall versus roughly 11 feet for Class C, which affects tunnel clearance and wind exposure on exposed ridgelines [4][5]
• Exhaust brakes (standard on most diesel RVs) are a major safety advantage on long mountain descents, reducing brake fade risk
• For first-time RV buyers planning mountain routes, Class C is the consistently recommended starting point in 2025-2026 buyer guides [1][2]
• Weight matters as much as length: heavier rigs need more braking distance and stress mountain road surfaces more
• Oversized rigs, underpowered gas engines, and heavy tow loads are the three most common mountain travel mistakes

What Makes Mountain RV Travel Different from Flatland Driving

Mountain driving changes every performance variable that matters in an RV. On flat highways, even an underpowered gas engine can keep pace. On a 6-8% grade at 7,000 feet elevation, that same engine may struggle to maintain 45 mph while the transmission hunts between gears and coolant temperatures climb toward the danger zone.

Three factors separate mountain-capable RVs from rigs that merely survive mountain roads:

• Sustained climbing power: Engines must maintain torque output for 10-30 minutes on long grades, not just short bursts
• Descent control: Brakes overheat on long downhill runs; exhaust brakes and engine braking prevent brake fade
• Altitude performance: Internal combustion engines lose roughly 3% power per 1,000 feet of elevation gain above sea level (a commonly cited engineering estimate); turbocharged diesel engines recover much of this loss automatically
• Maneuverability: Tight switchbacks, narrow canyon roads, and low-clearance tunnels punish long, tall rigs

Understanding these four factors is the foundation for choosing the best RV for mountain travel.

What’s the Difference Between Class A and Class C RVs for Mountain Driving

Class A motorhomes are built on bus-style or heavy-duty truck chassis, typically ranging from 25 to 45 feet long and standing about 12.5 feet tall. Class C motorhomes are built on a cutaway van or truck chassis (Ford E-Series, Ram ProMaster, or similar), typically 20 to 33 feet long and about 11 feet tall [4][5].

For mountain driving, those differences translate into concrete handling distinctions:

Class A on mountains:

• Longer wheelbase improves highway stability but makes switchbacks harder to navigate
• Higher center of gravity increases side-wind sensitivity on exposed ridgelines
• Bus-style driving position feels unfamiliar to new drivers on steep grades
• Rear-engine diesel pushers (Class A) deliver excellent torque and exhaust braking
• Front-engine gas Class A rigs can feel underpowered on sustained climbs

Class C on mountains:

• Shorter length clears most switchbacks and narrow canyon roads with less stress [1][3]
• Lower profile reduces wind load on exposed passes
• Van-cab driving position feels familiar to anyone who has driven a pickup truck
• Shorter stopping distances compared to full-size Class A coaches [1]
• Over-cab sleeping area (the “cabover”) does not affect handling but does raise the front height slightly

Recent 2026 comparisons from Winnebago and independent reviewers consistently note that Class C tracks more predictably in crosswinds and on uneven mountain roads than Class A [1][3][4]. That confidence gap matters most for newer drivers.

Do You Need a Diesel RV for Mountain Travel, or Is Gas Enough

Diesel is not strictly required for mountain travel, but it provides meaningful advantages that become more important as grades steepen and elevation increases. Gas engines can handle moderate mountain routes, think Colorado’s I-70 corridor or the Blue Ridge Parkway, but they show their limits on sustained 7-8% grades or passes above 10,000 feet.

Where gas works fine:

• Grades under 5% with short climbs
• Elevation gains under 5,000 feet
• Lighter Class C rigs under 18,000 lbs GVWR
• Routes without long descents (where brake fade is a concern)

Where diesel earns its premium:

• Sustained grades of 6% or steeper (common in the Rockies, Sierra Nevada, Cascades)
• High-altitude passes above 8,000 feet where naturally aspirated gas engines lose significant power
• Towing a vehicle (dinghy tow) behind the motorhome on mountain routes
• Long descents where exhaust braking prevents rotor overheating

The exhaust brake advantage deserves special emphasis. Diesel engines use compression to slow the vehicle on descents, dramatically reducing wear on friction brakes. On a 10-mile downhill grade, this difference can mean the gap between controlled descent and brake fade, a genuine safety issue, not just a comfort preference.

Diesel vs Gas RV Fuel Efficiency on Mountain Roads

On flat highways, the fuel economy gap between gas and diesel RVs is meaningful but manageable. On mountain roads, that gap widens because grades force engines to work harder for longer periods.

Real-world fuel economy figures from 2025-2026 analyses [2][3]:

RV Type	Flat Highway MPG	Mountain Grade MPG (estimate)
Gas Class A	6-9 MPG	4-7 MPG
Diesel Class A (pusher)	10-14 MPG	8-11 MPG
Gas Class C	9-14 MPG	7-11 MPG
Diesel Class C / Super C	11-14 MPG	9-12 MPG

Mountain MPG estimates assume sustained 6% grades and are approximations based on reported owner data [3][4]. Actual results vary by load, altitude, driving speed, and specific engine/transmission combination.

Diesel fuel historically costs more per gallon than regular gasoline, but diesel RVs often offset that with better efficiency and longer engine life. For a full-time mountain traveler covering 15,000+ miles per year, the math typically favors diesel over a 5-7 year ownership period. For occasional mountain trips, the upfront premium for diesel may not pencil out.

For a deeper look at fuel costs across RV types, see our guide to best RVs for fuel economy.

Best RV for Steep Mountain Passes and High-Altitude Camping

For steep mountain passes and high-altitude camping, a diesel Class C or diesel Super C motorhome is the strongest all-around choice for most buyers. These rigs combine manageable size (under 33 feet) with genuine diesel torque and exhaust braking, making them capable on grades that challenge larger or gas-powered alternatives.

Top configurations for mountain performance:

• Diesel Class C (e.g., Thor Chateau, Coachmen Prism, Winnebago Navion): Built on Mercedes-Benz Sprinter or Ram ProMaster diesel chassis, these rigs weigh 12,000-18,000 lbs and deliver strong torque in a maneuverable package. The Sprinter-based Class C is particularly well-regarded for mountain travel because of the turbo diesel’s altitude compensation.
• Super C motorhome (e.g., Dynamax Isata, Renegade XL): Built on heavy-duty Ford F-550, Ram 5500, or Freightliner chassis, Super C rigs combine Class C maneuverability with diesel pusher-level power. These are described in 2026 comparisons as “radically better for mountain towing and extended off-road use” than lighter gas platforms [3][4]. The trade-off is higher purchase price.
• Diesel Class A pusher (e.g., Tiffin Allegro Bus, Newmar Mountain Aire): The Newmar Mountain Aire name is not coincidental, this segment of Class A diesel pushers is engineered for mountain routes with heavy-duty Freightliner chassis, air brakes, and powerful Cummins or Detroit diesel engines. The limitation is size: most run 38-45 feet, which restricts access to some campgrounds and canyon roads.

Choose a diesel Class C if: You want mountain capability with manageable size and moderate budget.
Choose a Super C if: You need maximum towing capacity (often 15,000-20,000+ lbs) and plan frequent high-altitude routes.
Choose a diesel Class A pusher if: Living space and full-time comfort matter as much as mountain performance, and you’re comfortable driving a 40-foot coach.

Can a Class C RV Handle Mountain Terrain Safely

Yes, a Class C RV can handle mountain terrain safely, and for most drivers it handles mountain terrain more safely than a Class A. The shorter length, lower profile, and familiar van-cab driving position give Class C owners a meaningful confidence advantage on tight grades and switchbacks [1][4].

Practical safety considerations for Class C on mountains:

• Brake system: Most Class C rigs use hydraulic disc brakes. They work well but can fade on very long descents. Diesel Class C models with exhaust brakes reduce this risk significantly.
• Transmission: Modern 6-speed automatics in Class C motorhomes handle mountain grades well when you use manual gear selection (hold lower gears on descents rather than letting the transmission hunt).
• Weight distribution: Keep heavy gear low and centered. A top-heavy Class C with roof cargo and a poorly loaded interior will feel unstable on steep crosswind sections.
• Tire rating: Never exceed the tire’s load rating. Mountain roads with temperature swings stress tires more than flat highways.

One practical tip I’ve seen repeated by experienced mountain RVers: always check the grade percentage and road width of your planned route before departure, not the morning you leave. Apps like RV Trip Wizard and Campendium flag low-clearance tunnels and steep grades by RV length.

Which RV Is Easier to Drive in Mountains: Class A or Class C

Class C is easier to drive in mountains for the majority of RV owners, especially those with less experience. This is a consistent finding across 2025-2026 buyer guides and owner forums [1][2][4].

The reasons come down to four practical factors:

1. Sight lines: The Class C cab sits lower and closer to the front axle, giving drivers a more natural sense of the road edge, critical on narrow mountain roads with drop-offs.
2. Length: At 20-33 feet, a Class C fits into more pull-through sites, navigates more switchbacks, and requires less planning around road restrictions.
3. Familiarity: The van-cab driving position resembles a large pickup truck or cargo van. Most drivers adapt within a day. The bus-style Class A driving position takes longer to master, particularly for judging the front overhang on tight turns.
4. Wind behavior: Class C’s lower profile generates less wind resistance and lateral force on exposed mountain passes, reducing the steering correction needed in gusts.

A January 2026 buyer’s guide specifically advises new owners to “strongly consider a Class C” for their first motorhome, especially for mixed city and mountain use [2]. That advice holds in 2026.

If you’re new to RVing and planning mountain routes, also consider reading our best RVs for retirees guide, many of the same maneuverability principles apply.

How Much Does a Class A RV Cost vs Class C for Mountain Use

Class A motorhomes cost significantly more than Class C, both at purchase and in ongoing operating costs. For mountain-specific use, the cost difference is relevant because diesel powertrains (which perform best in mountains) add a premium to both classes.

Approximate 2026 price ranges:

• Gas Class C (new): $80,000 – $130,000
• Diesel Class C / Sprinter-based (new): $120,000 – $200,000
• Super C diesel (new): $180,000 – $350,000+
• Gas Class A (new): $100,000 – $200,000
• Diesel Class A pusher (new): $200,000 – $600,000+

Used pricing varies widely by age, mileage, and condition. A used diesel Class C with under 50,000 miles can often be found in the $60,000-$100,000 range. For budget-conscious mountain travelers, a used Class C diesel motorhome often delivers the best performance-per-dollar for mountain routes.

Operating costs also differ. Class A motorhomes have larger holding tanks, higher fuel consumption, and typically higher campsite fees (some premium sites charge by length). For long-term budget planning, see our comparison of best RVs for long-term budget travel.

What Size RV Can I Safely Drive on Mountain Roads

For mountain roads, 35 feet or under is the practical guideline most experienced RVers follow, with 28 feet or under being ideal for the most challenging routes. This is not a hard legal limit in most areas, but a practical handling threshold.

Size guidelines by route type:

• National Park main roads (e.g., Yellowstone, Rocky Mountain NP): Many have posted limits of 21-27 feet for certain sections. Always check the specific park’s vehicle length restrictions before your trip.
• Forest Service roads and canyon routes: Often rated for vehicles under 25 feet. These roads frequently have no guardrails and tight switchbacks.
• Interstate mountain passes (I-70, US-50, US-395): Accommodate full-size Class A rigs but strong crosswinds on exposed sections affect larger rigs more.
• State highways through mountain towns: Variable. Some Colorado mountain towns have tunnel restrictions under 13 feet tall.

As a general rule: the longer and taller the rig, the more routes become off-limits. A 40-foot Class A diesel pusher is a capable mountain machine on major highways but will miss many of the most scenic secondary routes that a 26-foot Class C can access without concern.

RV Transmission Problems in Mountains: How to Avoid Them

Transmission overheating is one of the most common mechanical failures on mountain routes, and it’s almost entirely preventable with correct driving technique. The problem occurs when drivers let automatic transmissions hunt between gears on long grades, generating excessive heat.

Prevention checklist:

• Use manual gear hold on descents: Select a lower gear manually before starting a long downhill run. Don’t wait for the transmission to downshift on its own.
• Watch the transmission temperature gauge: If your rig has one (most diesel pushers do), keep it in the normal range. Pull over and idle if it climbs into the warning zone.
• Install a transmission temperature monitor: Aftermarket units cost $50-$150 and provide real-time data that the stock gauge system often lacks.
• Tow within rated capacity: Exceeding tow ratings on mountain grades is the fastest way to overheat both engine and transmission.
• Service transmission fluid before mountain trips: Old fluid loses heat resistance. Fresh fluid with the correct specification handles temperature spikes better.

Diesel motorhomes with exhaust brakes have a significant advantage here because the engine compression handles much of the descent braking load, keeping the transmission and friction brakes cooler.

RV Engine Overheating on Mountain Grades: What to Do

Engine overheating on mountain grades is a real risk, particularly for gas Class A motorhomes on sustained climbs above 5,000 feet. If the temperature gauge climbs toward the red zone, act immediately rather than hoping it stabilizes.

Step-by-step response:

1. Turn off the air conditioner immediately, it adds significant load to the engine cooling system
2. Turn the cabin heat to maximum and open windows; this transfers heat from the engine coolant into the cabin
3. Reduce speed gradually and pull to the right lane or shoulder
4. If the gauge continues rising, pull off completely and let the engine idle (do not shut it off immediately, idling helps the coolant circulate)
5. After the temperature drops to normal, wait 15-20 minutes before resuming the climb
6. If overheating recurs, do not continue, call roadside assistance

Prevention matters more than response. Before any mountain trip, check coolant level and concentration, inspect the radiator for debris, and verify that the cooling fan clutch (on gas engines) engages properly. A $40 coolant flush can prevent a $4,000 tow and repair bill.

Class A RV Disadvantages for Mountain Camping

Class A motorhomes have real disadvantages for mountain camping that buyers should weigh honestly before purchase. These are not dealbreakers for everyone, but they are genuine limitations.

Key Class A disadvantages in mountain environments:

• Length restrictions: Many scenic mountain campgrounds, National Park loops, and Forest Service sites have length limits of 30-35 feet. A 40-foot Class A is excluded from a meaningful percentage of mountain destinations.
• Tunnel and bridge clearances: At 12.5+ feet tall, Class A coaches must check every tunnel and some older bridges on mountain routes. Missing a clearance restriction can cause catastrophic damage.
• Narrow road anxiety: On switchback roads with no guardrail, the length and width of a Class A coach creates genuine stress for most drivers. This is not just a beginner issue, experienced Class A drivers often avoid certain mountain routes by choice.
• Wind sensitivity: The large flat front profile of a Class A acts like a sail on exposed mountain passes. Strong crosswinds require active steering correction and reduce fuel economy sharply.
• Campsite leveling: Mountain campsites are rarely level. Class A coaches require precise leveling for slideouts to operate correctly and for refrigerators to function properly.
• Gas Class A power limitations: Front-engine gas Class A motorhomes (the most affordable entry point) often use V-10 or V-8 gas engines that struggle on sustained grades, especially when towing [3][5].

None of these issues make a Class A impossible for mountain travel. Diesel Class A pushers handle mountain highways well. But the limitations are real, and buyers who plan frequent mountain camping should factor them into the decision.

Best RV for Beginners: Mountain Camping in Class A or Class C

For beginners planning mountain camping, Class C is the clear recommendation. Every major 2025-2026 buyer’s guide and owner community consensus points the same direction: start with Class C, especially if mountains are part of your regular itinerary [1][2][4].

Why Class C wins for beginners on mountains:

• Shorter length means fewer route restrictions and less stress on narrow roads
• Van-cab driving position has a shorter learning curve than bus-style Class A
• Lower purchase price leaves budget for diesel upgrade or other safety equipment
• Easier to park at mountain trailheads, small-town fuel stops, and tight campgrounds
• More forgiving if you misjudge a turn or need to back up on a narrow road

The one scenario where a beginner might choose Class A: If you’re traveling full-time with a family and living space is the primary concern, a diesel Class A pusher on a well-planned route (sticking to major highways and larger campgrounds) can work. But that requires accepting the mountain limitations described above and planning routes carefully.

For beginners who want the full comparison before deciding, our best RVs for winter travel guide covers similar terrain-performance trade-offs in cold-weather conditions.

How Much Towing Capacity Do You Need for Mountain RV Travel

For mountain RV travel with a towed vehicle (dinghy tow), towing capacity requirements increase significantly compared to flat-road towing. The combination of grade resistance, altitude power loss, and the added weight of a towed vehicle creates a compounding demand on the drivetrain.

Practical towing guidelines for mountain routes:

• Tow no more than 80% of the rated towing capacity on mountain routes (not the full rated maximum)
• For a typical passenger car dinghy tow (3,500-5,000 lbs), a diesel Class C or Super C with 5,000-7,500 lb tow rating handles mountain grades safely
• For heavier tows (small SUV, Jeep Wrangler at 4,500+ lbs), a Super C or diesel Class A with 10,000+ lb capacity provides the safety margin mountain grades demand
• Always add a supplemental braking system for the towed vehicle, most states require it above 1,500 lbs, and mountain descents make it essential regardless of legal requirements

For more on towing setups, see our complete guide to RV towing cars and flat towing.

Are There RVs Specifically Designed for Mountain Terrain

A small number of RV models are specifically engineered or marketed for mountain and off-road performance, though no major manufacturer builds a mass-market RV exclusively for mountain use.

Segments worth knowing:

• Newmar Mountain Aire: A diesel Class A pusher explicitly named and marketed for mountain performance, featuring Freightliner chassis, air brakes, and Cummins ISB diesel
• Winnebago Revel (Class B): A 4×4 Mercedes Sprinter-based adventure van with all-wheel drive, designed for off-pavement mountain access, a different category but worth mentioning for solo or couple travelers
• EarthRoamer XV-HD: An extreme-duty expedition RV on a Ford F-750 chassis with off-road capability, priced above $1 million, relevant for serious backcountry travelers
• Sprinter-based Class C (various brands): Winnebago Navion, Leisure Travel Vans, Airstream Interstate, these diesel Sprinter platforms offer the best combination of mountain capability and everyday usability for most buyers

For most mountain travelers, the answer is not a specialized rig but a well-specified standard Class C diesel or Super C. The “mountain-specific” marketing on some models often refers to the chassis and engine, which are available across multiple brands.

Conclusion: Choosing the Best RV for Mountain Travel

After working through Class A vs Class C, diesel vs gas, size restrictions, and towing requirements, the pattern is clear. For the best RVs for mountain travel, the decision comes down to how you balance capability, confidence, and cost.

The practical recommendation matrix:

• Best for beginners and frequent mountain travelers: Diesel Class C (Sprinter-based preferred), best combination of maneuverability, power, and driver confidence [1][2][4]
• Best for maximum towing on mountain routes: Super C diesel on F-550 or Ram 5500 chassis
• Best for full-time comfort with mountain access: Diesel Class A pusher (35-40 feet) on planned routes avoiding the tightest roads
• Best budget option: Used gas Class C for moderate mountain routes (under 6,000 feet, grades under 6%)

Actionable next steps:

1. Map your top 5 planned mountain routes and check length/height restrictions for each using RV Trip Wizard or the specific park/forest service website
2. Decide whether you’ll tow a vehicle, if yes, prioritize diesel and Super C or Class A pusher
3. Set a realistic budget including fuel costs over your expected annual mileage using the MPG table above
4. Test-drive both a Class A and Class C before buying, the driving feel difference is significant and personal preference matters
5. If buying used, have a diesel mechanic (not just an RV inspector) check the engine and transmission before purchase

Mountain roads reward preparation and penalize mismatched equipment. The right RV makes those passes a highlight of the trip rather than a source of anxiety. Choose the rig that fits your routes, not just your floor plan preferences.

For more help narrowing your choice, explore our best Class C motorhome guide and best RVs for boondocking for off-grid mountain camping considerations.

Mountain RV Travel FAQ

What is the best RV for mountain travel?
A diesel Class C motorhome (particularly Sprinter-based models like the Winnebago Navion or Coachmen Prism) is the best overall choice for mountain travel, combining manageable size, diesel torque, exhaust braking, and driver-friendly handling. Super C diesel rigs are the best choice if you need heavy towing capacity on mountain routes.

Is a Class A or Class C better for mountains?
Class C is better for mountains in most practical situations. It’s shorter, lower, easier to drive on tight roads, and less affected by crosswinds. Class A diesel pushers can match Class C performance on major mountain highways but are restricted from many scenic secondary routes and campgrounds due to length.

Is diesel better than gas for mountain driving?
Yes, diesel is meaningfully better for mountain driving. Diesel engines produce more low-end torque for climbing, lose less power at altitude due to turbocharging, and provide exhaust braking for safer descents. Gas engines work for moderate mountain routes but show limitations on sustained grades above 6% or elevations above 8,000 feet.

What RV handles steep grades best?
A diesel Super C or diesel Class A pusher handles the steepest grades best in absolute terms. For a balance of grade performance and maneuverability, a Sprinter-based diesel Class C is the most practical choice for most buyers.

What should I look for in a mountain travel RV?
Prioritize: diesel engine with exhaust brake, length under 33 feet, GVWR appropriate for your gear and tow load, transmission temperature monitoring, and a chassis with a proven mountain record (Mercedes Sprinter, Ford F-550, Freightliner). Avoid: gas-only Class A, rigs at or near GVWR before loading, and any rig without exhaust braking if you plan long descents.

Are smaller RVs better for mountain roads?
Generally yes. Shorter rigs access more routes, navigate switchbacks more easily, and fit more campgrounds. Under 30 feet is the practical sweet spot for mountain travel. Under 25 feet opens up nearly all mountain routes including most National Park loops.

Can I drive a 40-foot Class A on mountain roads?
Yes, on major mountain highways (I-70, US-395, US-50). No, on many Forest Service roads, National Park secondary loops, and canyon routes with posted length limits. A 40-foot Class A diesel pusher is capable on the roads it can access, but it will miss a significant portion of mountain destinations.

How do I prevent brake fade on mountain descents?
Use engine braking (manual gear hold) before starting the descent, not after you’ve built up speed. On diesel rigs, engage the exhaust brake. Take rest stops on very long grades to let brakes cool. Never ride the brake pedal continuously, apply firm pressure, release, repeat.

What is the best mountain RV for a couple?
A diesel Class C in the 24-28 foot range is ideal for couples doing mountain travel. It provides enough living space for two, handles all but the most restricted mountain routes, and is manageable for a single driver if needed. See our best RV for couples guide for floor plan recommendations.

Do I need 4-wheel drive for mountain RV travel?
Not for paved mountain roads, no. 4WD or AWD becomes relevant only for unpaved Forest Service roads or winter mountain travel. The Winnebago Revel (4×4 Sprinter Class B) is the main production option for buyers who want paved and unpaved mountain access in one vehicle.

How does altitude affect RV engine performance?
Naturally aspirated gas engines lose approximately 3% power per 1,000 feet of elevation above sea level, a commonly cited engineering estimate. At 10,000 feet, a gas engine may produce 25-30% less power than at sea level. Turbocharged diesel engines compensate automatically by increasing boost pressure, maintaining much closer to sea-level performance at high altitude.

What’s the 3-3-3 rule and does it apply to mountain travel?
The 3-3-3 rule for RV travel (drive no more than 300 miles, arrive by 3 PM, stay 3 nights minimum) applies even more strongly in mountains. Mountain driving takes longer, is more fatiguing, and arriving early gives you time to assess campsite conditions before dark.

Interactive RV Mountain Selector

References

[1] Class A Vs Class C Which Is Right For You – https://www.winnebago.com/lifestyle/winnebagolife/showroom/class-a-vs-class-c-which-is-right-for-you

[2] Watch – https://www.youtube.com/watch?v=87BtkBRRe58

[3] Rv Classes Side By Side – https://pickrv.com/wiki/mega/rv-classes-side-by-side

[4] Rv Class C Vs Class A Comparison – https://www.rvmapper.com/blog/rv-class-c-vs-class-a-comparison

[5] Class A Vs Class C Motorhomes – https://www.rvingknowhow.com/class-a-vs-class-c-motorhomes/