Form 10-K THOR INDUSTRIES INC For: Jul 31

September 28, 2021 6:36 AM EDT

News and research before you hear about it on CNBC and others. Claim your 1-week free trial to StreetInsider Premium here.
tho-20210731
false2021FY0000730263http://fasb.org/us-gaap/2021-01-31#AccountingStandardsUpdate201409MemberP5MP7Yhttp://www.thorindustries.com/20210731#PropertyPlantAndEquipmentAndFinanceLeaseAndOperatingLeaseRightOfUseAssetAfterAccumulatedDepreciationAndAmortizationhttp://www.thorindustries.com/20210731#PropertyPlantAndEquipmentAndFinanceLeaseAndOperatingLeaseRightOfUseAssetAfterAccumulatedDepreciationAndAmortizationhttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesCurrenthttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesCurrenthttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesNoncurrenthttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesNoncurrenthttp://www.thorindustries.com/20210731#PropertyPlantAndEquipmentAndFinanceLeaseAndOperatingLeaseRightOfUseAssetAfterAccumulatedDepreciationAndAmortizationhttp://www.thorindustries.com/20210731#PropertyPlantAndEquipmentAndFinanceLeaseAndOperatingLeaseRightOfUseAssetAfterAccumulatedDepreciationAndAmortizationhttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesCurrenthttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesCurrenthttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesNoncurrenthttp://fasb.org/us-gaap/2021-01-31#OtherLiabilitiesNoncurrent00007302632020-08-012021-07-31iso4217:USD00007302632021-01-31xbrli:shares00007302632021-09-1500007302632021-07-3100007302632020-07-31iso4217:USDxbrli:shares00007302632019-08-012020-07-3100007302632018-08-012019-07-310000730263us-gaap:CommonStockMember2018-07-310000730263us-gaap:AdditionalPaidInCapitalMember2018-07-310000730263us-gaap:RetainedEarningsMember2018-07-310000730263us-gaap:AccumulatedOtherComprehensiveIncomeMember2018-07-310000730263us-gaap:TreasuryStockMember2018-07-310000730263us-gaap:ParentMember2018-07-310000730263us-gaap:NoncontrollingInterestMember2018-07-3100007302632018-07-310000730263us-gaap:RetainedEarningsMember2018-08-012019-07-310000730263us-gaap:ParentMember2018-08-012019-07-310000730263us-gaap:NoncontrollingInterestMember2018-08-012019-07-310000730263us-gaap:CommonStockMember2018-08-012019-07-310000730263us-gaap:AdditionalPaidInCapitalMember2018-08-012019-07-310000730263us-gaap:TreasuryStockMember2018-08-012019-07-310000730263us-gaap:AccumulatedOtherComprehensiveIncomeMember2018-08-012019-07-3100007302632017-08-012018-07-310000730263us-gaap:RetainedEarningsMembersrt:CumulativeEffectPeriodOfAdoptionAdjustmentMember2018-07-310000730263us-gaap:ParentMembersrt:CumulativeEffectPeriodOfAdoptionAdjustmentMember2018-07-310000730263srt:CumulativeEffectPeriodOfAdoptionAdjustmentMember2018-07-310000730263us-gaap:CommonStockMember2019-07-310000730263us-gaap:AdditionalPaidInCapitalMember2019-07-310000730263us-gaap:RetainedEarningsMember2019-07-310000730263us-gaap:AccumulatedOtherComprehensiveIncomeMember2019-07-310000730263us-gaap:TreasuryStockMember2019-07-310000730263us-gaap:ParentMember2019-07-310000730263us-gaap:NoncontrollingInterestMember2019-07-3100007302632019-07-310000730263us-gaap:RetainedEarningsMember2019-08-012020-07-310000730263us-gaap:ParentMember2019-08-012020-07-310000730263us-gaap:NoncontrollingInterestMember2019-08-012020-07-310000730263us-gaap:CommonStockMember2019-08-012020-07-310000730263us-gaap:AdditionalPaidInCapitalMember2019-08-012020-07-310000730263us-gaap:TreasuryStockMember2019-08-012020-07-310000730263us-gaap:AccumulatedOtherComprehensiveIncomeMember2019-08-012020-07-310000730263us-gaap:CommonStockMember2020-07-310000730263us-gaap:AdditionalPaidInCapitalMember2020-07-310000730263us-gaap:RetainedEarningsMember2020-07-310000730263us-gaap:AccumulatedOtherComprehensiveIncomeMember2020-07-310000730263us-gaap:TreasuryStockMember2020-07-310000730263us-gaap:ParentMember2020-07-310000730263us-gaap:NoncontrollingInterestMember2020-07-310000730263us-gaap:RetainedEarningsMember2020-08-012021-07-310000730263us-gaap:ParentMember2020-08-012021-07-310000730263us-gaap:NoncontrollingInterestMember2020-08-012021-07-310000730263us-gaap:CommonStockMember2020-08-012021-07-310000730263us-gaap:AdditionalPaidInCapitalMember2020-08-012021-07-310000730263us-gaap:TreasuryStockMember2020-08-012021-07-310000730263us-gaap:AccumulatedOtherComprehensiveIncomeMember2020-08-012021-07-310000730263us-gaap:CommonStockMember2021-07-310000730263us-gaap:AdditionalPaidInCapitalMember2021-07-310000730263us-gaap:RetainedEarningsMember2021-07-310000730263us-gaap:AccumulatedOtherComprehensiveIncomeMember2021-07-310000730263us-gaap:TreasuryStockMember2021-07-310000730263us-gaap:ParentMember2021-07-310000730263us-gaap:NoncontrollingInterestMember2021-07-31tho:Segment0000730263tho:HeldByOneFinancialInstitutionMember2021-07-310000730263tho:HeldByOneFinancialInstitutionMember2020-07-310000730263tho:EuroFinancialInstitutionsOneMember2021-07-310000730263tho:EuroFinancialInstitutionsOneMember2020-07-310000730263tho:EuroFinancialInstitutionsTwoMember2021-07-310000730263tho:EuroFinancialInstitutionsTwoMember2020-07-310000730263srt:MinimumMemberus-gaap:BuildingAndBuildingImprovementsMember2020-08-012021-07-310000730263srt:MaximumMemberus-gaap:BuildingAndBuildingImprovementsMember2020-08-012021-07-310000730263srt:MinimumMemberus-gaap:MachineryAndEquipmentMember2020-08-012021-07-310000730263srt:MaximumMemberus-gaap:MachineryAndEquipmentMember2020-08-012021-07-310000730263tho:RentalVehiclesMember2020-08-012021-07-310000730263us-gaap:SegmentContinuingOperationsMemberus-gaap:SellingGeneralAndAdministrativeExpensesMember2020-08-012021-07-310000730263us-gaap:SegmentContinuingOperationsMemberus-gaap:SellingGeneralAndAdministrativeExpensesMember2019-08-012020-07-310000730263us-gaap:SegmentContinuingOperationsMemberus-gaap:SellingGeneralAndAdministrativeExpensesMember2018-08-012019-07-310000730263us-gaap:TrademarksMembersrt:MinimumMember2020-08-012021-07-310000730263srt:MaximumMemberus-gaap:TrademarksMember2020-08-012021-07-310000730263tho:DealerNetworkMembersrt:MinimumMember2020-08-012021-07-310000730263srt:MaximumMembertho:DealerNetworkMember2020-08-012021-07-310000730263srt:MinimumMemberus-gaap:NoncompeteAgreementsMember2020-08-012021-07-310000730263srt:MaximumMemberus-gaap:NoncompeteAgreementsMember2020-08-012021-07-310000730263tho:BacklogMember2020-08-012021-07-31xbrli:pure0000730263us-gaap:ResearchAndDevelopmentExpenseMember2020-08-012021-07-310000730263us-gaap:ResearchAndDevelopmentExpenseMember2019-08-012020-07-310000730263us-gaap:ResearchAndDevelopmentExpenseMember2018-08-012019-07-310000730263tho:RestrictedStockUnitsRSUsAndPerformanceStockUnitsPSUsMember2018-08-012019-07-310000730263tho:RestrictedStockUnitsRSUsAndPerformanceStockUnitsPSUsMember2020-08-012021-07-310000730263tho:RestrictedStockUnitsRSUsAndPerformanceStockUnitsPSUsMember2019-08-012020-07-310000730263tho:TiffinGroupMember2020-12-182020-12-180000730263tho:TiffinGroupMembertho:AssetBasedCreditFacilityMember2020-12-182020-12-180000730263tho:TiffinGroupMember2020-08-012021-07-310000730263tho:TiffinGroupMember2020-12-180000730263tho:TiffinGroupMembertho:DealerNetworkMember2020-12-180000730263tho:TiffinGroupMemberus-gaap:TrademarksMember2020-12-180000730263tho:TiffinGroupMemberus-gaap:NoncompeteAgreementsMember2020-12-180000730263tho:TiffinGroupMembertho:BacklogMember2020-12-180000730263tho:TiffinGroupMembertho:DealerNetworkMembersrt:MinimumMember2020-12-182020-12-180000730263tho:TiffinGroupMembersrt:MaximumMembertho:DealerNetworkMember2020-12-182020-12-180000730263tho:TiffinGroupMemberus-gaap:TrademarksMember2020-12-182020-12-180000730263tho:TiffinGroupMembersrt:MinimumMembertho:BacklogMember2020-12-182020-12-180000730263tho:TiffinGroupMembersrt:MaximumMembertho:BacklogMember2020-12-182020-12-180000730263tho:TogoGroupMember2020-08-012020-08-010000730263tho:TogoGroupMember2020-03-232020-03-230000730263tho:TogoGroupMember2020-03-230000730263us-gaap:TrademarksAndTradeNamesMembertho:TogoGroupMember2020-03-230000730263tho:TogoGroupMemberus-gaap:DevelopedTechnologyRightsMember2020-03-230000730263us-gaap:OtherIntangibleAssetsMembertho:TogoGroupMember2020-03-230000730263tho:TogoGroupMember2020-05-012020-07-310000730263tho:TogoGroupMember2020-02-012020-03-230000730263tho:TogoGroupMember2018-08-012019-07-310000730263tho:ErwinHymerGroupMember2019-08-012020-07-310000730263tho:ErwinHymerGroupMember2019-02-010000730263tho:DealerNetworkMembertho:ErwinHymerGroupMember2019-02-010000730263us-gaap:TrademarksMembertho:ErwinHymerGroupMember2019-02-010000730263tho:ErwinHymerGroupMemberus-gaap:TechnologyBasedIntangibleAssetsMember2019-02-010000730263tho:ErwinHymerGroupMembertho:BacklogMember2019-02-010000730263tho:ErwinHymerGroupMember2019-02-012019-02-010000730263tho:DealerNetworkMembertho:ErwinHymerGroupMember2019-02-012019-02-010000730263us-gaap:TrademarksMembertho:ErwinHymerGroupMember2019-02-012019-02-010000730263tho:ErwinHymerGroupMemberus-gaap:TechnologyBasedIntangibleAssetsMember2019-02-012019-02-010000730263tho:ErwinHymerGroupMembertho:BacklogMember2019-02-012019-02-010000730263tho:ErwinHymerGroupMember2020-07-310000730263tho:ErwinHymerGroupMember2021-07-310000730263tho:AcquisitionCostsMembertho:ErwinHymerGroupMember2018-08-012019-07-310000730263tho:AcquisitionCostsMembertho:ForeignCurrencyContractLossesMembertho:ErwinHymerGroupMember2018-08-012019-07-310000730263us-gaap:OtherExpenseMember2018-08-012019-07-310000730263us-gaap:FairValueAdjustmentToInventoryMembertho:ProformaIncomeMember2019-01-302019-02-020000730263tho:SubsidaryLoanMembersrt:NorthAmericaMember2018-08-012019-07-31tho:segment0000730263tho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2020-08-012021-07-310000730263tho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2019-08-012020-07-310000730263tho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2018-08-012019-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2020-08-012021-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2019-08-012020-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2018-08-012019-07-310000730263us-gaap:OperatingSegmentsMembertho:NorthAmericanMember2020-08-012021-07-310000730263us-gaap:OperatingSegmentsMembertho:NorthAmericanMember2019-08-012020-07-310000730263us-gaap:OperatingSegmentsMembertho:NorthAmericanMember2018-08-012019-07-310000730263us-gaap:OperatingSegmentsMembertho:EuropeanMember2020-08-012021-07-310000730263us-gaap:OperatingSegmentsMembertho:EuropeanMember2019-08-012020-07-310000730263us-gaap:OperatingSegmentsMembertho:EuropeanMember2018-08-012019-07-310000730263us-gaap:OperatingSegmentsMember2020-08-012021-07-310000730263us-gaap:OperatingSegmentsMember2019-08-012020-07-310000730263us-gaap:OperatingSegmentsMember2018-08-012019-07-310000730263tho:CorporateAndEliminationsMember2020-08-012021-07-310000730263tho:CorporateAndEliminationsMember2019-08-012020-07-310000730263tho:CorporateAndEliminationsMember2018-08-012019-07-310000730263us-gaap:IntersegmentEliminationMember2020-08-012021-07-310000730263us-gaap:IntersegmentEliminationMember2019-08-012020-07-310000730263us-gaap:IntersegmentEliminationMember2018-08-012019-07-310000730263us-gaap:CorporateNonSegmentMember2020-08-012021-07-310000730263us-gaap:CorporateNonSegmentMember2019-08-012020-07-310000730263us-gaap:CorporateNonSegmentMember2018-08-012019-07-310000730263tho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2021-07-310000730263tho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2020-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2021-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2020-07-310000730263us-gaap:OperatingSegmentsMembertho:NorthAmericanMember2021-07-310000730263us-gaap:OperatingSegmentsMembertho:NorthAmericanMember2020-07-310000730263us-gaap:OperatingSegmentsMembertho:EuropeanMember2021-07-310000730263us-gaap:OperatingSegmentsMembertho:EuropeanMember2020-07-310000730263us-gaap:OperatingSegmentsMember2021-07-310000730263us-gaap:OperatingSegmentsMember2020-07-310000730263tho:CorporateAndEliminationsMember2021-07-310000730263tho:CorporateAndEliminationsMember2020-07-310000730263us-gaap:CorporateNonSegmentMember2021-07-310000730263us-gaap:CorporateNonSegmentMember2020-07-310000730263country:US2020-08-012021-07-310000730263country:US2019-08-012020-07-310000730263country:US2018-08-012019-07-310000730263country:DE2020-08-012021-07-310000730263country:DE2019-08-012020-07-310000730263country:DE2018-08-012019-07-310000730263tho:OtherEuropeMember2020-08-012021-07-310000730263tho:OtherEuropeMember2019-08-012020-07-310000730263tho:OtherEuropeMember2018-08-012019-07-310000730263country:CA2020-08-012021-07-310000730263country:CA2019-08-012020-07-310000730263country:CA2018-08-012019-07-310000730263tho:OtherCountryMember2020-08-012021-07-310000730263tho:OtherCountryMember2019-08-012020-07-310000730263tho:OtherCountryMember2018-08-012019-07-310000730263country:US2021-07-310000730263country:US2020-07-310000730263country:DE2021-07-310000730263country:DE2020-07-310000730263tho:OtherEuropeMember2021-07-310000730263tho:OtherEuropeMember2020-07-310000730263tho:OtherCountryMember2021-07-310000730263tho:OtherCountryMember2020-07-310000730263us-gaap:ForwardContractsMemberus-gaap:DesignatedAsHedgingInstrumentMember2021-07-310000730263us-gaap:ForwardContractsMemberus-gaap:DesignatedAsHedgingInstrumentMember2020-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:DesignatedAsHedgingInstrumentMember2021-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:DesignatedAsHedgingInstrumentMember2020-07-310000730263us-gaap:DesignatedAsHedgingInstrumentMember2021-07-310000730263us-gaap:DesignatedAsHedgingInstrumentMember2020-07-31iso4217:GBP0000730263us-gaap:DesignatedAsHedgingInstrumentMemberus-gaap:InterestRateSwapMember2020-07-310000730263us-gaap:DesignatedAsHedgingInstrumentMemberus-gaap:InterestRateSwapMember2019-08-012020-07-31iso4217:EUR0000730263us-gaap:NondesignatedMemberus-gaap:ForeignExchangeForwardMember2018-09-180000730263tho:AcquisitionCostsMembertho:ForeignCurrencyContractLossesMember2018-08-012019-07-310000730263us-gaap:NondesignatedMember2021-07-310000730263us-gaap:OtherLiabilitiesMemberus-gaap:NondesignatedMember2021-07-310000730263us-gaap:NondesignatedMember2020-07-310000730263us-gaap:OtherLiabilitiesMemberus-gaap:NondesignatedMember2020-07-310000730263us-gaap:ForeignExchangeForwardMember2020-08-012021-07-310000730263us-gaap:ForeignExchangeForwardMember2019-08-012020-07-310000730263us-gaap:ForeignExchangeForwardMember2018-08-012019-07-310000730263us-gaap:InterestRateSwapMember2020-08-012021-07-310000730263us-gaap:InterestRateSwapMember2019-08-012020-07-310000730263us-gaap:InterestRateSwapMember2018-08-012019-07-310000730263us-gaap:ForeignExchangeForwardMemberus-gaap:CostOfSalesMember2020-08-012021-07-310000730263us-gaap:ForeignExchangeForwardMemberus-gaap:InterestExpenseMember2020-08-012021-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:CostOfSalesMember2020-08-012021-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:InterestExpenseMember2020-08-012021-07-310000730263us-gaap:CostOfSalesMember2020-08-012021-07-310000730263us-gaap:InterestExpenseMember2020-08-012021-07-310000730263us-gaap:ForeignExchangeForwardMemberus-gaap:CostOfSalesMember2019-08-012020-07-310000730263us-gaap:ForeignExchangeForwardMemberus-gaap:InterestExpenseMember2019-08-012020-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:CostOfSalesMember2019-08-012020-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:InterestExpenseMember2019-08-012020-07-310000730263us-gaap:CostOfSalesMember2019-08-012020-07-310000730263us-gaap:InterestExpenseMember2019-08-012020-07-310000730263us-gaap:ForeignExchangeForwardMemberus-gaap:CostOfSalesMember2018-08-012019-07-310000730263us-gaap:AcquisitionRelatedCostsMemberus-gaap:ForeignExchangeForwardMember2018-08-012019-07-310000730263us-gaap:ForeignExchangeForwardMemberus-gaap:InterestExpenseMember2018-08-012019-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:CostOfSalesMember2018-08-012019-07-310000730263us-gaap:AcquisitionRelatedCostsMemberus-gaap:InterestRateSwapMember2018-08-012019-07-310000730263us-gaap:InterestRateSwapMemberus-gaap:InterestExpenseMember2018-08-012019-07-310000730263us-gaap:CostOfSalesMember2018-08-012019-07-310000730263us-gaap:AcquisitionRelatedCostsMember2018-08-012019-07-310000730263us-gaap:InterestExpenseMember2018-08-012019-07-310000730263tho:RecreationVehiclesMember2021-07-310000730263tho:RecreationVehiclesMember2020-07-310000730263us-gaap:AllOtherSegmentsMember2021-07-310000730263us-gaap:AllOtherSegmentsMember2020-07-310000730263tho:FifoMember2021-07-310000730263tho:FifoMember2020-07-310000730263tho:LIFOMember2021-07-310000730263tho:LIFOMember2020-07-310000730263us-gaap:LandMember2021-07-310000730263us-gaap:LandMember2020-07-310000730263us-gaap:BuildingAndBuildingImprovementsMember2021-07-310000730263us-gaap:BuildingAndBuildingImprovementsMember2020-07-310000730263us-gaap:MachineryAndEquipmentMember2021-07-310000730263us-gaap:MachineryAndEquipmentMember2020-07-310000730263tho:RentalVehiclesMember2021-07-310000730263tho:RentalVehiclesMember2020-07-310000730263tho:DealerNetworkAndCustomerRelationshipsMember2021-07-310000730263tho:DealerNetworkAndCustomerRelationshipsMember2020-07-310000730263us-gaap:TrademarksMember2021-07-310000730263us-gaap:TrademarksMember2020-07-310000730263tho:DesignTechnologyAndOtherIntangiblesMember2021-07-310000730263tho:DesignTechnologyAndOtherIntangiblesMember2020-07-310000730263us-gaap:NoncompeteAgreementsMember2021-07-310000730263us-gaap:NoncompeteAgreementsMember2020-07-310000730263tho:NorthAmericanTowablesMember2019-11-012020-01-3100007302632020-08-012020-10-3100007302632020-02-012020-07-310000730263tho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2019-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2019-07-310000730263us-gaap:OperatingSegmentsMembertho:EuropeanMember2019-07-310000730263tho:CorporateAndEliminationsMember2019-07-310000730263us-gaap:SalesMembertho:FreedomRoadsMemberus-gaap:CustomerConcentrationRiskMember2020-08-012021-07-310000730263us-gaap:SalesMembertho:FreedomRoadsMemberus-gaap:CustomerConcentrationRiskMember2019-08-012020-07-310000730263us-gaap:SalesMembertho:FreedomRoadsMemberus-gaap:CustomerConcentrationRiskMember2018-08-012019-07-310000730263us-gaap:AccountsReceivableMembertho:FreedomRoadsMemberus-gaap:CustomerConcentrationRiskMember2020-08-012021-07-310000730263us-gaap:AccountsReceivableMembertho:FreedomRoadsMemberus-gaap:CustomerConcentrationRiskMember2019-08-012020-07-310000730263us-gaap:FairValueInputsLevel1Member2021-07-310000730263us-gaap:FairValueInputsLevel1Member2020-07-310000730263us-gaap:FairValueInputsLevel2Member2021-07-310000730263us-gaap:FairValueInputsLevel2Member2020-07-310000730263tho:TermOfProductWarrantyOneMember2020-08-012021-07-310000730263tho:TermOfProductWarrantyTwoMember2020-08-012021-07-310000730263tho:TermLoanMember2021-07-310000730263tho:TermLoanMember2020-07-310000730263tho:TermLoanMember2019-02-012019-02-010000730263us-gaap:LondonInterbankOfferedRateLIBORMembertho:TermLoanMembertho:UsTrancheMember2019-02-010000730263tho:EuroTrancheMembertho:TermLoanMember2019-02-010000730263tho:AssetBasedCreditFacilityMember2019-02-010000730263tho:AssetBasedCreditFacilityMemberus-gaap:SubsequentEventMember2021-09-010000730263us-gaap:BaseRateMembertho:TermLoanMembertho:UsTrancheMember2019-02-010000730263tho:EuroTrancheMembertho:EuroInterbankOfferedRateEurIBORMembertho:TermLoanMember2019-02-010000730263tho:TermLoanMembertho:UsTrancheMember2021-03-252021-03-250000730263tho:EuroTrancheMembertho:TermLoanMember2021-03-252021-03-250000730263us-gaap:LondonInterbankOfferedRateLIBORMembertho:TermLoanMembertho:UsTrancheMember2021-07-310000730263tho:TermLoanMembertho:UsTrancheMember2021-07-310000730263tho:TermLoanMemberus-gaap:InterestRateSwapMember2021-07-310000730263us-gaap:LondonInterbankOfferedRateLIBORMembertho:TermLoanMembertho:UsTrancheMember2020-07-310000730263tho:TermLoanMembertho:UsTrancheMember2020-07-310000730263tho:EuroTrancheMembertho:TermLoanMember2021-07-310000730263tho:EuroTrancheMembertho:TermLoanMember2020-07-310000730263us-gaap:BaseRateMembersrt:MinimumMembertho:AssetBasedCreditFacilityMember2019-02-010000730263us-gaap:BaseRateMembersrt:MaximumMembertho:AssetBasedCreditFacilityMember2019-02-010000730263srt:MinimumMembertho:AssetBasedCreditFacilityMemberus-gaap:LondonInterbankOfferedRateLIBORMember2019-02-010000730263srt:MaximumMembertho:AssetBasedCreditFacilityMemberus-gaap:LondonInterbankOfferedRateLIBORMember2019-02-010000730263tho:AssetBasedCreditFacilityMember2019-02-012019-02-010000730263tho:AssetBasedCreditFacilityMember2020-07-310000730263tho:AssetBasedCreditFacilityMember2021-07-310000730263us-gaap:LetterOfCreditMember2021-07-310000730263tho:SwinglineCreditFacilityMember2021-07-310000730263tho:UnsecuredSeriesOneDebtMember2021-07-310000730263tho:UnsecuredSeriesTwoDebtMember2021-07-310000730263tho:OtherLongTermDebtMembersrt:MinimumMember2021-07-310000730263tho:OtherLongTermDebtMembersrt:MaximumMember2021-07-310000730263tho:AssetBasedCreditFacilityMember2018-08-012019-07-310000730263tho:TermLoanMember2018-08-012019-07-310000730263tho:AssetBasedCreditFacilityMember2018-08-012019-07-310000730263tho:ABLAndTermLoanMember2020-08-012021-07-310000730263tho:ABLAndTermLoanMember2019-08-012020-07-310000730263tho:ABLAndTermLoanMember2018-08-012019-07-310000730263us-gaap:StateAndLocalJurisdictionMember2021-07-310000730263us-gaap:StateAndLocalJurisdictionMemberus-gaap:EarliestTaxYearMember2020-08-012021-07-310000730263us-gaap:LatestTaxYearMemberus-gaap:StateAndLocalJurisdictionMember2020-08-012021-07-310000730263us-gaap:ForeignCountryMember2021-07-310000730263us-gaap:ForeignCountryMemberus-gaap:EarliestTaxYearMember2020-08-012021-07-310000730263tho:TwoThousandSixteenEquityIncentivePlanMember2021-07-310000730263srt:MinimumMemberus-gaap:ShareBasedCompensationAwardTrancheTwoMemberus-gaap:PerformanceSharesMember2020-08-012021-07-310000730263srt:MaximumMemberus-gaap:ShareBasedCompensationAwardTrancheTwoMemberus-gaap:PerformanceSharesMember2020-08-012021-07-310000730263us-gaap:PerformanceSharesMemberus-gaap:ShareBasedCompensationAwardTrancheOneMember2020-08-012021-07-310000730263us-gaap:PerformanceSharesMemberus-gaap:ShareBasedCompensationAwardTrancheThreeMember2020-08-012021-07-310000730263us-gaap:RestrictedStockUnitsRSUMember2020-08-012021-07-310000730263us-gaap:RestrictedStockUnitsRSUMember2019-08-012020-07-310000730263us-gaap:RestrictedStockUnitsRSUMember2018-08-012019-07-310000730263us-gaap:RestrictedStockUnitsRSUMember2020-07-310000730263us-gaap:RestrictedStockUnitsRSUMember2019-07-310000730263us-gaap:RestrictedStockUnitsRSUMember2018-07-310000730263us-gaap:RestrictedStockUnitsRSUMember2021-07-310000730263tho:NorthAmericanTowablesMembertho:TravelTrailersAndOtherTowablesMemberus-gaap:OperatingSegmentsMember2020-08-012021-07-310000730263tho:NorthAmericanTowablesMembertho:TravelTrailersAndOtherTowablesMemberus-gaap:OperatingSegmentsMember2019-08-012020-07-310000730263tho:NorthAmericanTowablesMembertho:TravelTrailersAndOtherTowablesMemberus-gaap:OperatingSegmentsMember2018-08-012019-07-310000730263tho:FifthWheelsTowablesMembertho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2020-08-012021-07-310000730263tho:FifthWheelsTowablesMembertho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2019-08-012020-07-310000730263tho:FifthWheelsTowablesMembertho:NorthAmericanTowablesMemberus-gaap:OperatingSegmentsMember2018-08-012019-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMembertho:ClassaMotorizedMember2020-08-012021-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMembertho:ClassaMotorizedMember2019-08-012020-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMembertho:ClassaMotorizedMember2018-08-012019-07-310000730263tho:ClasscMotorizedMembertho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2020-08-012021-07-310000730263tho:ClasscMotorizedMembertho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2019-08-012020-07-310000730263tho:ClasscMotorizedMembertho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMember2018-08-012019-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMembertho:ClassbMotorizedMember2020-08-012021-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMembertho:ClassbMotorizedMember2019-08-012020-07-310000730263tho:NorthAmericanMotorizedMemberus-gaap:OperatingSegmentsMembertho:ClassbMotorizedMember2018-08-012019-07-310000730263tho:MotorcaravanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2020-08-012021-07-310000730263tho:MotorcaravanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2019-08-012020-07-310000730263tho:MotorcaravanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2018-08-012019-07-310000730263tho:CampervanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2020-08-012021-07-310000730263tho:CampervanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2019-08-012020-07-310000730263tho:CampervanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2018-08-012019-07-310000730263tho:CaravanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2020-08-012021-07-310000730263tho:CaravanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2019-08-012020-07-310000730263tho:CaravanMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2018-08-012019-07-310000730263tho:OtherRvRelatedMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2020-08-012021-07-310000730263tho:OtherRvRelatedMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2019-08-012020-07-310000730263tho:OtherRvRelatedMemberus-gaap:OperatingSegmentsMembertho:EuropeanMember2018-08-012019-07-310000730263us-gaap:AccumulatedTranslationAdjustmentMember2020-07-310000730263us-gaap:AccumulatedGainLossNetCashFlowHedgeParentMember2020-07-310000730263tho:AccumulatedOtherGainLossAttributableToParentMember2020-07-310000730263us-gaap:AociAttributableToNoncontrollingInterestMember2020-07-310000730263us-gaap:AociIncludingPortionAttributableToNoncontrollingInterestMember2020-07-310000730263us-gaap:AccumulatedTranslationAdjustmentMember2020-08-012021-07-310000730263us-gaap:AccumulatedGainLossNetCashFlowHedgeParentMember2020-08-012021-07-310000730263tho:AccumulatedOtherGainLossAttributableToParentMember2020-08-012021-07-310000730263us-gaap:AociAttributableToNoncontrollingInterestMember2020-08-012021-07-310000730263us-gaap:AociIncludingPortionAttributableToNoncontrollingInterestMember2020-08-012021-07-310000730263us-gaap:AccumulatedTranslationAdjustmentMember2021-07-310000730263us-gaap:AccumulatedGainLossNetCashFlowHedgeParentMember2021-07-310000730263tho:AccumulatedOtherGainLossAttributableToParentMember2021-07-310000730263us-gaap:AociAttributableToNoncontrollingInterestMember2021-07-310000730263us-gaap:AociIncludingPortionAttributableToNoncontrollingInterestMember2021-07-310000730263us-gaap:AccumulatedTranslationAdjustmentMember2019-07-310000730263us-gaap:AccumulatedGainLossNetCashFlowHedgeParentMember2019-07-310000730263tho:AccumulatedOtherGainLossAttributableToParentMember2019-07-310000730263us-gaap:AociAttributableToNoncontrollingInterestMember2019-07-310000730263us-gaap:AociIncludingPortionAttributableToNoncontrollingInterestMember2019-07-310000730263us-gaap:AccumulatedTranslationAdjustmentMember2019-08-012020-07-310000730263us-gaap:AccumulatedGainLossNetCashFlowHedgeParentMember2019-08-012020-07-310000730263tho:AccumulatedOtherGainLossAttributableToParentMember2019-08-012020-07-310000730263us-gaap:AociAttributableToNoncontrollingInterestMember2019-08-012020-07-310000730263us-gaap:AociIncludingPortionAttributableToNoncontrollingInterestMember2019-08-012020-07-310000730263us-gaap:AccumulatedTranslationAdjustmentMember2018-07-310000730263us-gaap:AccumulatedGainLossNetCashFlowHedgeParentMember2018-07-310000730263tho:AccumulatedOtherGainLossAttributableToParentMember2018-07-310000730263us-gaap:AociAttributableToNoncontrollingInterestMember2018-07-310000730263us-gaap:AociIncludingPortionAttributableToNoncontrollingInterestMember2018-07-310000730263us-gaap:AccumulatedTranslationAdjustmentMember2018-08-012019-07-310000730263us-gaap:AccumulatedGainLossNetCashFlowHedgeParentMember2018-08-012019-07-310000730263tho:AccumulatedOtherGainLossAttributableToParentMember2018-08-012019-07-310000730263us-gaap:AociAttributableToNoncontrollingInterestMember2018-08-012019-07-310000730263us-gaap:AociIncludingPortionAttributableToNoncontrollingInterestMember2018-08-012019-07-310000730263tho:AirXIntermediateIncMemberus-gaap:SubsequentEventMember2021-09-012021-09-010000730263tho:AssetBasedCreditFacilityMemberus-gaap:SubsequentEventMember2021-09-012021-09-01

UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, D. C. 20549

FORM 10-K
(Mark one)
ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the fiscal year ended July 31, 2021
or
TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the transition period from                 to                     
Commission file number 001-09235
 tho-20210731_g1.jpg
THOR INDUSTRIES, INC.
(Exact name of registrant as specified in its charter)
Delaware
93-0768752
(State or other jurisdiction of incorporation or organization)(I.R.S. Employer Identification Number)
601 E. Beardsley Ave., Elkhart, IN
46514-3305
(Address of principal executive offices)(Zip Code)
Registrant’s telephone number, including area code: (574) 970-7460
Securities registered pursuant to Section 12(b) of the Exchange Act:
Name of each exchange
Title of each classTrading Symbol(s)on which registered
Common stock (Par value $.10 Per Share)THONew York Stock Exchange
Securities registered pursuant to Section 12(g) of the Exchange Act: None
Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act.
Yes  ☑    No  ☐
Indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or Section 15(d) of the Act.
Yes  ☐    No  ☑
Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports); and (2) has been subject to the filing requirements for the past 90 days.    Yes  ☑    No  ☐
Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§ 232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files).    Yes  ☑    No  ☐
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See the definitions of “large accelerated filer,” “accelerated filer,” “smaller reporting company,” and “emerging growth company” in Rule 12b-2 of the Exchange Act.
Large accelerated filerAccelerated filer
Non-accelerated filerSmaller reporting company
Emerging growth company
If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act.  ☐
Indicate by check mark whether the registrant has filed a report on and attestation to its management’s assessment of the effectiveness of its internal control over financial reporting under Section 404(b) of the Sarbanes-Oxley Act (15 U.S.C. 7262(b)) by the registered public accounting firm that prepared or issued its audit report.
Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act.)
Yes      No  ☑
The aggregate market value of the voting and non-voting common equity held by non-affiliates of the registrant as of January 31, 2021 was approximately $5.607 billion based on the closing price of the registrant’s common shares on January 31, 2021, the last business day of the registrant’s most recently completed second fiscal quarter. Solely for the purpose of this calculation and for no other purpose, the non-affiliates of the registrant are assumed to be all shareholders of the registrant other than (i) directors of the registrant (ii) current executive officers of the registrant who are identified as “named executive officers” pursuant to Item 10 of the registrant’s Form 10-K for the fiscal year ended July 31, 2020 and (iii) any shareholder that beneficially owns 10% or more of the registrant’s common stock. The exclusion of such persons is not intended, nor shall it be deemed, to be an admission that such persons are affiliates of the registrant. The number of shares of the registrant’s common stock outstanding as of September 15, 2021 was 55,366,241.
Documents incorporated by reference:
Portions of the Proxy Statement for the Annual Meeting of Stockholders to be held on December 17, 2021 are incorporated by reference in Part III of this Annual Report on Form 10-K




TABLE OF CONTENTS
 
   Page
ITEM 1.
ITEM 1A.
ITEM 1B.
ITEM 2.
ITEM 3.
ITEM 4.
ITEM 5.
ITEM 6.
ITEM 7.
ITEM 7A.
ITEM 8.
ITEM 9.
ITEM 9A.
ITEM 9B.
ITEM 10.
ITEM 11.
ITEM 12.
ITEM 13.
ITEM 14.
ITEM 15.
EX-21.1
EX-23.1
EX-31.1
EX-31.2
EX-32.1
EX-32.2
 



PART I

Unless otherwise indicated, all Dollar and Euro amounts are presented in thousands except per share data.

ITEM 1. BUSINESS

General

Our Company was founded in 1980 and has grown to become the largest manufacturer of recreational vehicles (“RVs”) in the world. We are also the largest manufacturer of RVs in North America, and one of the largest manufacturers of RVs in Europe. The Company manufactures a wide variety of RVs in the United States and Europe, and sells those vehicles, as well as related parts and accessories, primarily to independent, non-franchise dealers throughout the United States, Canada and Europe. We are incorporated in Delaware and are the successor to a corporation of the same name which was incorporated in Nevada on July 29, 1980. Our principal executive office is located at 601 East Beardsley Avenue, Elkhart, Indiana 46514 and our telephone number is (574) 970-7460. Our Internet address is www.thorindustries.com. We maintain copies of our recent filings with the Securities and Exchange Commission (“SEC”), available free of charge, on our web site. Unless the context otherwise requires or indicates, all references to “THOR”, the “Company”, “we”, “our” and “us” refer to THOR Industries, Inc. and its subsidiaries.

Our principal North American recreational vehicle operating subsidiaries are Airstream, Inc. (“Airstream”), Heartland Recreational Vehicles, LLC (“Heartland”, which includes Cruiser RV, LLC (“CRV”) and DRV, LLC (“DRV”)), Jayco, Inc. (“Jayco”, which includes Jayco, Starcraft, Highland Ridge and Entegra Coach), Keystone RV Company (“Keystone”, which includes CrossRoads and Dutchmen), K.Z., Inc. (“KZ”, which includes Venture RV), Thor Motor Coach, Inc. (“Thor Motor Coach”) and the Tiffin Group ("Tiffin Group", which includes Tiffin Motorhomes, Inc. and Vanleigh RV).

Our European recreational vehicle operations include eight primary RV production locations producing numerous brands within Europe, including Buccaneer, Buerstner, Carado, Compass, CrossCamp, Dethleffs, Elddis, Eriba, Etrusco, Hymer, Laika, LMC, Niesmann+Bischoff, Sunlight and Xplore.

Acquisitions

Fiscal 2021

Tiffin Group

On December 18, 2020, the Company closed on a Stock Purchase Agreement (“Tiffin Group SPA”) for the acquisition of all of the issued and outstanding capital stock of luxury motorized recreational vehicle manufacturer Tiffin Motorhomes, Inc., including fifth wheel towable recreational vehicle manufacturer Vanleigh RV, and certain other associated operating and supply companies, which primarily supply component parts and services to Tiffin Motorhomes, Inc. and Vanleigh RV (collectively, the “Tiffin Group”). Tiffin Group, LLC, a wholly-owned subsidiary of the Company, owns the Tiffin Group. Tiffin Motorhomes, Inc. operates out of various locations in Alabama, while Vanleigh RV operates out of Mississippi.

The initial cash consideration for the acquisition of the Tiffin Group was approximately $300,000, subject to adjustment, and was funded through existing cash-on-hand as well as $165,000 in borrowings from the Company’s existing asset-based credit facility. The total cash consideration to be paid was subject to the final determination of the actual acquired net working capital, as defined in the Tiffin Group SPA, as of the close of business on December 18, 2020, which determination was finalized in the fourth quarter of fiscal 2021 and the final adjustment was not material. The Tiffin Group operates as an independent operation in the same manner as the Company’s other recreational vehicle subsidiaries. The Tiffin Group's motorized operations are aggregated within the Company’s North American motorized recreational vehicle reportable segment and its towable operations are aggregated within the Company’s North American towable recreational vehicle reportable segment. The Company purchased the Tiffin Group to complement its existing motorized and towable RV product offerings and North American independent dealer base.


1


Fiscal 2020

Togo Group

In February 2018, the Company formed a 50/50 joint venture, originally called TH2connect, LLC, with Tourism Holdings Limited ("thl"). In July 2019, this joint venture was rebranded as "Togo Group." Togo Group was formed to own, improve and sell innovative and comprehensive digital applications through a platform designed for the global RV industry. Since its formation through March 23, 2020, the Company applied the equity method of accounting to the joint venture.

Effective March 23, 2020 the Company and thl reached an agreement (the “2020 Agreement”) whereby the Company agreed to pay thl $6,000 on August 1, 2020 and, in return, obtained additional ownership interest in Togo Group. In addition, certain assets or rights to assets historically owned by Togo Group were distributed to thl in exchange for a corresponding reduction in thl’s ownership interest in Togo Group. As a result of the 2020 Agreement, THOR has a 73.5% controlling interest in Togo Group and the power to direct the activities of Togo Group. Since the effective date of the 2020 Agreement, the operating results, balance sheet accounts and cash flow activity of Togo Group are consolidated within the Company's Consolidated Financial Statements.

The operations of Togo Group are focused on digital solutions primarily for the North American market related to travel and RV use, with expansion into other regions anticipated in future periods. Togo Group is managed as a stand-alone operating entity.

Fiscal 2019

Erwin Hymer Group Acquisition

On February 1, 2019, the Company acquired Erwin Hymer Group SE (“EHG” or “Erwin Hymer Group”). EHG is headquartered in Bad Waldsee, Germany, and is one of the largest RV manufacturers in Europe. The Company acquired EHG in order to expand its operations into the established but growing European market with a long-standing European industry leader.

At the closing, the Company paid cash consideration of approximately 1.53 billion Euro (approximately $1.76 billion at the exchange rate as of February 1, 2019) and issued 2,256,492 shares of the Company’s common stock to the sellers valued at $144.2 million. The cash consideration was funded through a combination of available cash on hand of approximately $95 million and debt financing consisting of two credit facility agreements, a seven-year, $2.1 billion term loan, with an approximate $1.4 billion U.S. dollar-denominated tranche and an approximate 0.6 billion Euro tranche (approximately $0.7 billion at the exchange rate at February 1, 2019), and $100 million utilized at closing from a five-year, $750 million asset-based credit facility (“ABL”), each as more fully described in Note 12 to the Consolidated Financial Statements. The obligations of the Company under each facility are secured by liens on substantially all of the assets of the Company, and both agreements contain certain customary representations, warranties and covenants of the Company.

Certain costs incurred during the fiscal year ended July 31, 2019 related to this acquisition, including the foreign currency forward contract loss and certain bank fees, ticking fees, legal, advisory and other costs, as discussed in Note 2 to the Consolidated Financial Statements, are included in Acquisition-related costs in the Consolidated Statements of Income and Comprehensive Income.

North American Recreational Vehicles

THOR, through its operating subsidiaries, is currently the largest manufacturer of RVs in North America, by units sold and revenue, based on retail statistics published by Statistical Surveys, Inc. and other reported data. Our North American operating subsidiaries are as follows:

Airstream

Airstream manufactures and sells premium quality travel trailers and motorhomes. Airstream travel trailers are distinguished by their rounded shape and bright aluminum finish and, in our opinion, constitute the most recognized product in the recreational vehicle industry. Airstream manufactures and sells travel trailers under the trade names Airstream Classic, Airstream Pottery Barn, Globetrotter, International, Flying Cloud, Caravel, Bambi and Basecamp. Airstream also sells the Interstate and Atlas series of Class B motorhomes.


2


Heartland

Heartland manufactures and sells conventional travel trailers and fifth wheels and includes the operations of Heartland, Cruiser RV and DRV. Heartland, including Cruiser RV and DRV, manufactures and sells conventional travel trailers and fifth wheels under trade names such as Landmark, Bighorn, Elkridge, Trail Runner, North Trail, Cyclone, Torque, Prowler, Milestone, Shadow Cruiser, Lithium, MPG, Hitch, Sundance and Stryker and luxury fifth wheels under the trade name DRV Mobile Suites.

Jayco

Jayco manufactures and sells conventional travel trailers, fifth wheels and motorhomes, and includes the operations of Jayco, Starcraft, Highland Ridge and Entegra Coach. Jayco manufactures and sells conventional travel trailers and fifth wheels under trade names such as Jay Flight, Jay Feather, Eagle and Pinnacle, and also manufactures Class A, Class B and Class C motorhomes under trade names such as Alante, Precept, Greyhawk and Redhawk. Starcraft manufactures and sells conventional travel trailers and fifth wheels under trade names such as Autumn Ridge and Telluride. Highland Ridge manufactures and sells conventional travel trailers and fifth wheels under trade names such as Mesa Ridge and Open Range. Entegra Coach manufactures and sells Class A motorhomes under trade names such as Insignia, Aspire, Anthem and Cornerstone and Class A, Class B and Class C motorhomes under trade names such as Odyssey, Esteem and Emblem.

Keystone

Keystone manufactures and sells conventional travel trailers and fifth wheels and includes the operations of Keystone, Dutchmen and CrossRoads. Keystone manufactures and sells conventional travel trailers and fifth wheels under trade names such as Montana, Springdale, Hideout, Sprinter, Outback, Arcadia, Bullet, Fuzion, Raptor, Passport and Cougar, while the Dutchmen travel trailer and fifth wheel trade names include Coleman, Kodiak, Aspen Trail, Astoria and Voltage. CrossRoads manufactures and sells conventional travel trailers and fifth wheels under trade names such as Cruiser, Volante, Sunset Trail and Zinger and luxury fifth wheels under the trade name Redwood.

KZ

KZ manufactures and sells conventional travel trailers and fifth wheels and includes the operations of KZ and Venture RV. KZ manufactures and sells conventional travel trailers and fifth wheels under trade names such as Escape, Sportsmen, Connect, Venom, Gold, Durango, and Sportster, while Venture RV manufactures and sells conventional travel trailers under trade names such as Stratus, SportTrek and Sonic.

Thor Motor Coach

Thor Motor Coach manufactures and sells gasoline and diesel Class A, Class B and Class C motorhomes. Its products are sold under trade names such as Ace, Aria, Axis, Challenger, Chateau, Compass, Delano, Echelon, Four Winds, Gemini, Geneva, Hurricane, Magnitude, Miramar, Omni, Outlaw, Palazzo, Quantum, Resonate, Rize, Sanctuary, Scope, Sequence, Synergy, Tellaro, Tuburon, Tranquility, Tuscany, Vegas, Venetian and Windsport.

Tiffin Group (Tiffin)

The Tiffin Group manufactures and sells conventional fifth wheels and motorhomes, and includes the operations of Vanleigh RV and Tiffin Motorhomes, Inc. Vanleigh RV manufactures and sells fifth wheels under trade names such as Beacon and Vilano. Tiffin Motorhomes, Inc. manufactures and sells premium diesel and gasoline Class A and Class C motorhomes under trade names such as Allegro, Allegro Breeze, Allegro Bus, Allegro Red, Phaeton and Zephyr.

European Recreational Vehicles

THOR, through its EHG operating subsidiary, is a leading manufacturer of recreational vehicles in Europe, according to statistics published by the Caravaning Industry Association e.V. (“CIVD”) and the European Caravan Foundation (“ECF”).

Erwin Hymer Group (EHG)

EHG manufactures towable and motorized recreational vehicles, including motorcaravans, caravans, campervans and urban vehicles in eight primary RV production locations within Europe. EHG produces and sells numerous brands primarily within Europe, such as Buccaneer, Buerstner, Carado, Compass, CrossCamp, Dethleffs, Elddis, Eriba, Etrusco, Hymer, Laika, LMC, Niesmann+Bischoff, Sunlight and Xplore. In addition, EHG’s operations include other RV-related products and services.
3


Other

Postle

Postle Operating, LLC ("Postle") manufactures and sells aluminum extrusions and specialized component products to RV and other manufacturers.

Togo Group

Togo Group develops and markets innovative digital products and services that empower travelers to more easily own and maintain recreational vehicles, as well as discover, book, and navigate road trips. Togo Group operates digital consumer services under various names at July 31, 2021 including: Overnight RV Parking, Roadpass, Roadtrippers, RVillage, and Togo RV.

Product Line Sales and Segment Information

The Company has three reportable segments: (1) North American Towable Recreational Vehicles, (2) North American Motorized Recreational Vehicles and (3) European Recreational Vehicles. The North American Towable Recreational Vehicle reportable segment consists of the following operating segments that have been aggregated: Airstream (towable), Heartland (including Cruiser RV and DRV), Jayco (including Jayco towable, Starcraft and Highland Ridge), Keystone (including CrossRoads and Dutchmen), KZ (including Venture RV) and Tiffin Group (Vanleigh RV). The North American Motorized Recreational Vehicle reportable segment consists of the following operating segments that have been aggregated: Airstream (motorized), Jayco (including Jayco motorized and Entegra Coach), Thor Motor Coach and Tiffin Group (Tiffin Motorhomes, Inc). The European Recreational Vehicles reportable segment consists solely of the EHG business. EHG manufactures a full line of towable and motorized recreational vehicles, including motorcaravans, caravans, campervans and urban vehicles in eight RV production facilities within Europe.

The operations of the Company’s Postle and Togo Group subsidiaries are included in “Other,” which is a non-reportable segment. Net sales included in Other mainly relate to the sale of aluminum extrusions and specialized component products. Intercompany eliminations adjust for Postle sales to the Company’s North American towable and North American motorized segments, which are consummated at established transfer prices generally consistent with the selling prices of extrusion components to third-party customers.

Total assets include those assets used in the operation of each reportable and non-reportable segment, and the Corporate assets consist primarily of cash and cash equivalents, deferred income taxes, deferred compensation plan assets and certain Corporate real estate holdings primarily utilized by certain U.S.-based operating subsidiaries.

The table below sets forth the contribution of each of the Company’s reportable segments to net sales in each of the last three fiscal years:
 202120202019
 Amount%Amount%Amount%
Recreational vehicles:
North American Towables (1)
$6,221,928 50.5 $4,140,482 50.7 $4,558,451 58.0 
North American Motorized (1)
2,669,391 21.7 1,390,098 17.0 1,649,329 21.0 
European (2)
3,200,079 26.0 2,485,391 30.4 1,486,978 18.9 
Total recreational vehicles12,091,398 98.2 8,015,971 98.1 7,694,758 97.9 
Other373,174 3.0 234,481 2.9 263,374 3.3 
Intercompany eliminations(147,192)(1.2)(82,519)(1.0)(93,374)(1.2)
Total$12,317,380 100.0 $8,167,933 100.0 $7,864,758 100.0 


(1)The North American Towables and Motorized totals include approximately 7 months of operations in FY 2021 for the Tiffin Group from the December 18, 2020 acquisition date.
(2)The European totals include only 6 months of operations in FY 2019 from the February 1, 2019 acquisition date.

For additional information regarding our segments, see Note 3 to the Consolidated Financial Statements.


4


Recreational Vehicles

Overview

We manufacture a wide variety of recreational vehicles in the United States and Europe and sell those vehicles, as well as related parts and accessories, primarily to independent, non-franchise dealers throughout the United States, Canada and Europe. North American recreational vehicle classifications are based upon standards established by the RV Industry Association (“RVIA”). The principal types of recreational vehicles that we produce in North America include conventional travel trailers and fifth wheels as well as Class A, Class C and Class B motorhomes. In Europe, we produce numerous types of towable and motorized recreational vehicles, including caravans, motorcaravans, campervans, urban vehicles and other RV-related products and services.

North American Recreational Vehicles

Travel trailers are non-motorized vehicles which are designed to be towed by passenger automobiles, pickup trucks, SUVs or vans. Travel trailers provide comfortable, self-contained living facilities for camping, vacationing and other purposes. Within North America we produce “conventional” and “fifth wheel” trailers. Conventional trailers are towed by means of a frame hitch attached to the towing vehicle. Fifth wheel trailers, designed to be towed by pickup trucks, are constructed with a raised forward section that is attached to a receiver in the bed area of the pickup truck.

A motorhome is a self-powered vehicle built on a motor vehicle chassis. Motorhomes are self-contained with their own lighting, heating, cooking, refrigeration, sewage holding and water storage facilities, so that they can be utilized without being attached to utilities.

Within North America, Class A motorhomes, generally constructed on medium-duty truck chassis, are supplied complete with engine and drivetrain components by motor vehicle manufacturers such as Ford, Freightliner and The Shyft Group. We design, manufacture and install the living area and driver’s compartment of Class A motorhomes. Class C and Class B motorhomes are generally built on a Ford, General Motors or Mercedes-Benz small truck or van chassis, which includes an engine, drivetrain components and a finished cab section. We construct a living area which has access to the driver’s compartment and attaches to the cab section. Although they are not designed for permanent or semi-permanent living, motorhomes can provide comfortable living facilities for camping, vacationing and other purposes.

European Recreational Vehicles

In Europe, a caravan is a travel trailer which is a non-motorized vehicle designed to be towed by passenger automobiles, SUVs or vans. Caravans provide comfortable, self-contained living facilities for camping, vacationing and other purposes. In Europe, the focus is on light and small caravans that can even be towed by small passenger cars.

Motorcaravans are similar to the Class A and Class C motorized products in the North American market. Motorcaravans include various types, such as, integrated, semi-integrated and alcove, and are generally constructed on light duty truck chassis, supplied complete with engine and drivetrain components by chassis manufacturers such as Stellantis, Mercedes-Benz and Iveco. The main difference between European motorcaravans as compared to RVs in the North American market is that the focus in Europe is on lighter and smaller vehicles due to weight restrictions and driving license requirements.

An integrated motorcaravan contains driving and passenger space that is completely integrated into the vehicle, along with the living area, which creates a great feeling of openness. The driver/passenger and living areas are made of one compartment and form a single unit.

A semi-integrated motorcaravan is one whose cab (driver/passenger compartment) belongs to the chassis. This means that the existing driver/passenger area is complemented by an attached living area. As a result, the advantages of the basic vehicle are enhanced by mobile living.

An alcove motorcaravan is one where there is an additional sleeping space located above the driver’s cab. This superstructure is called an “alcove” and it comprises sleeping accommodations for two people. Behind the driver’s cab is an additional bedroom and a living space with basic equipment.

A campervan is comparable to the Class B motorhome in the North American market. They are generally built on a Stellantis or Mercedes-Benz panel van chassis which includes an engine, drivetrain components and a finished cab section. A constructed living area provides access to the driver’s compartment and attaches to the cab section. As they are smaller and more compact than typical motorhomes, a campervan has the advantage of being easier to maneuver and easier to park.
5


An urban vehicle is a multi-functional vehicle, similar to a minivan, that is mainly used as a family car but has a small removable kitchen and sitting area that can be converted into a sleeping area. Additionally, these vehicles are equipped with a pop-up roof to provide additional sleeping quarters.

Production

In order to minimize finished inventory, our recreational vehicles in both North America and Europe are generally produced to dealer order. Our facilities are designed to provide efficient assembly-line manufacturing of products. In North America and Europe, capacity increases can generally be achieved relatively quickly and at relatively low cost, largely by acquiring, leasing, or building additional facilities and equipment and increasing the number of production employees. In North America, capacity decreases can generally be achieved relatively quickly and at relatively low cost, mainly by decreasing the number of production employees. In Europe, short-term capacity decreases can generally be achieved by adjusting work schedules and reducing the number of contract and temporary workers.

We purchase many of the components used in the production of our recreational vehicles in finished form. The principal raw materials used in the manufacturing processes for motorhomes, including motorcaravans, campervans and urban vehicles, and travel trailers, including caravans, are chassis, aluminum, lumber, plywood, plastic, fiberglass and steel purchased from numerous suppliers.

Our relationship with our chassis suppliers is similar to our other RV vendor relationships in that no long-term contractual commitments are entered into by either party. Historically, chassis manufacturers resort to an industry-wide allocation system during periods when chassis supply is restricted. These allocations are generally based on the volume of chassis previously purchased. While we are not dependent on any one supplier, we do depend on a consistent supply of chassis from a limited number of chassis suppliers. Sales of motorhomes rely on these chassis.

Recently, we have been alerted by a number of our North American and European chassis suppliers that supply constraints of key components that they require for the manufacturing of chassis, particularly semiconductor chips, will limit their production of chassis, and hence, our production and sales of motorized RVs will also be impacted. The North American and European recreational vehicle industries have, from time to time in the past and during the fiscal year ended July 31, 2021, experienced shortages of chassis for various other reasons, including component shortages, production delays and work stoppages at the chassis manufacturers. If shortages of chassis were to recur or continue for a prolonged period for any reason, it would have a negative impact on our results of operations.

The North American and European RV industries are also facing continuing supply shortages or delivery delays of other, non-chassis, raw material components. While our supply chain has been resilient enough to support us during our recent growth in sales and production, these shortages and constraints have negatively impacted our ability to further ramp up production rates and sales during the current fiscal year and has caused an increase in unfinished units as of July 31, 2021. We believe these shortages and delays may continue to result in production delays or adjusted production rates, which may limit our ability to ramp up production to meet existing demand and could have a negative impact on our sales and earnings. If shortages of chassis or other component parts were to become more significant or longer term in nature, or if other factors were to impact our suppliers' ability to fully supply our needs for key components, our costs of such components and our production output could be adversely affected. Where possible, we continue to work closely with our suppliers on various supply chain strategies to minimize these constraints, and we continue to identify alternative suppliers.

The geographic centrality of the North American RV industry in northern Indiana, where the majority of our facilities and many of our suppliers are located, could exacerbate supply chain and other COVID-19 related risks, should northern Indiana, or any of the other areas in which we, our suppliers or our customers operate, become disproportionately impacted by the pandemic or other factors.

This situation is fluid, with the items experiencing shortages changing frequently as disruptions caused by COVID-19 and other events are impacting the entire supply chain as well as the transportation of those items. If the supply constraints become more significant, longer term in nature or are not limited in scope; if industry demand continues to increase faster than the suppliers can respond; or if other factors were to impact the suppliers’ ability to supply our production needs, our business and results of operations could be adversely affected. We are continuing to take proactive steps to limit the impact of these supply constraints and delays on our production and sales.

Generally, our North American and European RV operating subsidiaries introduce new or improved lines or models of recreational vehicles each year. Changes typically include new sizes and floor plans, different decors or design features and engineering and technological improvements.
6


Seasonality

Historically, since recreational vehicles were used primarily by vacationers and campers, our recreational vehicle sales tended to be seasonal and, in most geographical areas, tended to be lower during the winter months than in other periods. As a result, our recreational vehicle sales were historically lowest during our second fiscal quarter, which ends on January 31 of each year. However, industry wholesale shipments in calendar 2021 and beyond may not follow typical historical seasonal patterns as dealers adjust their inventory to the current increased demand by consumers.

Marketing and Distribution

We sell our recreational vehicles primarily to independent, non-franchise dealers located throughout the United States, Canada and Europe. Each of our recreational vehicle operating subsidiaries sell to their own network of independent dealers, with many dealers carrying more than one of our product lines, as well as products from other manufacturers. As of July 31, 2021, there were approximately 2,400 independent, non-franchise dealership locations carrying our products in the U.S. and Canada and approximately 1,100 dealership locations, of which two are Company-owned, carrying our products throughout Europe. We believe that the working relationships between the management and sales personnel of our operating entities and the independent dealers provide us with valuable information on customer preferences and the quality and marketability of our products.

Our European brands distribute their vehicles in Europe through dealer networks that offer various EHG brands covering all price segments in each region, avoiding brand overlap even in regions with two or more dealers that offer EHG brands. The European dealer base is comprised primarily of independent dealers, although EHG does operate two Company-owned dealerships. Approximately 40% of the independent European dealers sell EHG brands exclusively.

Each of our recreational vehicle operating subsidiaries has an independent wholesale sales force that works directly with dealers. Typically, there are wholesale shows held during the year in certain locations within the United States and Europe. These shows allow dealers to view new and existing products as well as place orders. Due to ongoing COVID-19 pandemic concerns and efforts to limit its spread, we anticipate certain wholesale shows may be eliminated or scaled back for at least the remainder of calendar 2021. Based on our backlog as of July 31, 2021, we do not believe that the lack of these wholesale shows will have a material, negative impact to our near-term results of operations.

Historically, the most important retail sales events occur at various consumer recreational vehicle shows or trade fairs which take place throughout the year at different locations across the United States, Canada and Europe. However, due to the COVID-19 pandemic and ongoing efforts to limit its spread, most retail show sponsors and dealers cancelled these shows in calendar 2020 and early calendar 2021, and may continue to do so for at least the near-term future. We do not expect the lack of these shows to have a negative impact on our results of operations in the near-term due to current consumer demand and increased digital marketing activities, by both our operating units and the dealers of our units. We also benefit in the United States from the recreational vehicle awareness advertising and marketing programs sponsored by the RVIA in national print media and television.

In our selection of individual, independent dealers, we emphasize the dealer’s ability to maintain a sufficient inventory of our products, as well as their financial stability, credit worthiness, reputation, experience and ability to provide service to the end customer. Many dealers, particularly in North America, carry the recreational vehicle lines of one or more of our competitors. Generally, each of our recreational vehicle operating subsidiaries have separate dealer agreements.

One dealer, FreedomRoads, LLC, accounted for approximately 13.0% of our consolidated net sales in fiscal 2021 and for approximately 15.0% and 18.5% in fiscal 2020 and fiscal 2019, respectively. This dealer also accounted for approximately 15% of the Company’s consolidated trade accounts receivable at July 31, 2021 and approximately 18% at July 31, 2020.


7


We generally do not finance dealer purchases. Most dealers are financed on a “floor plan” basis by an unrelated bank or financing company, which lends the dealer all or substantially all of the wholesale purchase price and retains a security interest in the vehicles purchased. As is customary in the recreational vehicle industry, we will generally execute a repurchase agreement with a lending institution financing a dealer’s purchase of our products upon the lending institution’s request. Repurchase agreements provide that, typically for a period of up to 18 months after a unit is financed and in the event of default by the dealer and notification from the lending institution of the dealer default, we will repurchase all of the applicable or qualifying dealer units repossessed by the lending institution for the amount then due, which is often less than 100% of the dealer’s cost. The risk of loss under repurchase agreements is spread over numerous dealers and is further reduced by the resale value of the units which we would be required to repurchase. Based on current conditions, we believe that future losses under these agreements would not have a material adverse effect on our Company. The Company’s total commercial commitments under standby repurchase obligations on dealer inventory financing as of July 31, 2021 and July 31, 2020 were $1,821,012 and $1,876,922, respectively. The losses incurred due to repurchase were not material in fiscal 2021, 2020 or 2019.

Backlog

The backlogs for our North American towable, North American motorized and European recreational vehicle segments as of July 31, 2021 and July 31, 2020, respectively, were as follows.
July 31, 2021July 31, 2020Change
Amount
%
Change
Recreational vehicles
North American Towables$9,284,229 $2,763,678 $6,520,551 235.9 
North American Motorized4,014,738 1,451,641 2,563,097 176.6 
Total North America13,298,967 4,215,319 9,083,648 215.5 
European3,559,097 1,525,973 2,033,124 133.2 
Total$16,858,064 $5,741,292 $11,116,772 193.6 

We believe this increase is attributable to a number of causes, including the perceived safety of RV travel during the COVID-19 pandemic, a strong desire to socially distance, the reduction in commercial air travel and cruises, an underlying desire by many to get back to nature and relax with family or friends, an increase in various marketing campaigns to promote sales, and to a lesser extent, supply chain issues which delayed certain shipments beyond July 31, 2021 and which prevented us from further increasing production rates, and the lower levels of independent North American and European RV dealer inventory levels, all of which have led to increased dealer orders and backlog. Tiffin Group's backlog included in the July 31, 2021 totals accounted for $767,036 of the $11,116,772 increase and for 13.4% of the 193.6% increase.

Backlog represents unfilled dealer orders on a particular day which can and do fluctuate on a seasonal basis. The manufacturing time in the recreational vehicle business is relatively short. Barring any significant and longer-term material supply constraints, the existing backlogs of the North American towable, North American motorized and European recreational vehicle segments are expected to be filled in calendar 2021 and calendar 2022.

Product Warranties

In North America, we generally provide retail purchasers of our recreational vehicles with a one-year or two-year limited warranty against defects in materials and workmanship with longer warranties on certain structural components. In Europe, we generally offer a two-year limited warranty on certain structural components and up to a 12-year warranty against water leakage. The chassis and engines in all of our motorhomes are generally warranted for various periods in excess of one year by their manufacturers.

Regulation

In the countries where we operate and our products are sold, we are subject to various vehicle safety and compliance standards. Within the United States, we are a member of the RVIA, a voluntary association of recreational vehicle manufacturers which promulgates recreational vehicle safety standards in the United States. We place an RVIA seal on each of our North American recreational vehicles to certify that the RVIA’s standards have been met. We also comply with the National Highway Traffic Safety Administration (“NHTSA”) in the U.S. and with similar standards within Canada and Europe as it relates to the safety of our products.
8


Governmental authorities in the regions in which we operate have various environmental control standards relating to air, water and noise pollution which affect our business and operations. For example, these standards, which are generally applicable to all companies, control our choice of paints, our air compressor discharge, our waste water and the noise emitted by our factories. We rely upon certifications obtained by chassis manufacturers with respect to compliance by our vehicles with applicable emission control standards.

Our plants are subject to and are periodically inspected by various governmental and industry agencies concerned with health and safety in the workplace to ensure that our plants and products comply with applicable governmental and industry standards. We believe that our products and facilities comply in all material respects with applicable vehicle safety (including those promulgated by NHTSA), environmental, industry, health, safety and other required regulations.

We do not believe that ongoing compliance with the existing regulations discussed above will have a material effect in the foreseeable future on our capital expenditures, earnings or competitive position. However, future developments in regulation and/or policy could impose significant challenges upon our business operations.

Competition

The recreational vehicle industry is generally characterized by low barriers to entry. The recreational vehicle market is intensely competitive, with numerous other manufacturers selling products that compete directly with our products. We also compete against consumer demand for used recreational vehicles, particularly during periods of economic downturn, and against other forms of consumer leisure, outdoor or vacation spending priorities. We also experience a certain level of competition between our own operating subsidiaries. Increased activity in the market for used recreational vehicles may also impact manufacturers’ sales of new products. Competition in the recreational vehicle industry is based upon price, design, value, quality and service. We believe that the price, design, value and quality of our products and the warranty coverage and service that we provide allow us to compete favorably for retail purchasers of recreational vehicles and consumer leisure spending. There are approximately 70 RV manufacturers in the U.S. and Canada, according to RVIA and approximately 30 RV manufacturers across Europe according to Caravaning Industry Association e.V. (“CIVD”).

Our primary RV competitors within the North American towable and motorized segments are Forest River, Inc. and Winnebago Industries, Inc. We are the largest recreational vehicle manufacturer in North America in terms of both units sold and revenue. According to Statistical Surveys, Inc., for the six months ended June 30, 2021, THOR’s current combined U.S. and Canadian market share based on unit retail sales was approximately 41.9% for travel trailers and fifth wheels combined and approximately 47.5% for motorhomes.

Our primary RV competitors within the European segment are Trigano, Hobby/Fendt, Knaus Tabbert and various vehicle manufacturers. EHG’s current European market share for the six months ended June 30, 2021 based on unit retail sales was approximately 24.5% for motorcaravans and campervans combined and approximately 17.5% for caravans.

Trademarks and Patents
We have registered United States trademarks, Canadian trademarks, German trademarks and certain other international trademarks and licenses carrying the principal trade names and model lines under which our products are marketed. We hold and protect certain patents related to our business. We are not dependent upon any patents or technology licenses of others for the conduct of our business.

Human Capital Resources

Since our founding in 1980, we have been dedicated to our key principles of operating fairly and ethically, with stewardship and transparency, under our core values of community, compassion, trustworthiness and adventure. We believe in the invigorating power of human connection and commit to our team members by teaching our leaders how to nurture, guide and foster strong relationships with them. We treat others with dignity and respect, practicing thankfulness and gratitude. We strive to operate in a way that our word is trusted, and we are committed to providing a safe work environment for our team members while empowering them to seize opportunities around them and give them avenues to grow and learn.

At July 31, 2021, we employed approximately 31,000 full-time employees worldwide, including approximately 22,000 full-time employees in the United States, of which approximately 2,500 were salaried, and approximately 9,000 full-time employees in Europe, of which approximately 2,300 were salaried. As of July 31, 2021, none of our North American employees were represented by certified labor organizations. Within our European-based operations, we are subject to employee contracts, Works Councils and certain labor organizations. We believe that we maintain a good working relationship with our employees.
9


Our Company and operating subsidiaries share a global commitment to all of our stakeholders to foster an inclusive workplace where dignity and respect for team members are encouraged and where each team member is supported to achieve their maximum potential. We believe that the performance of our Company is significantly impacted by our human capital management, and, as a result, we consistently strive to attract, select, engage, develop and retain strong, diverse talent as summarized below.

Competitive Pay and Benefits

THOR is made up of a number of subsidiaries located in various regions within the United States and Europe, each of which operates independently with its own unique culture. As such, compensation and benefits are tailored to meet the specific needs and expectations of the employees at each of our subsidiaries with the goal of attracting and retaining the best talent. At all subsidiaries, we offer competitive pay, health insurance plans, company-paid life insurance and paid-time off. Other benefits offered include a pay-for-performance bonus structure, group and individual life insurance and plans to assist our employees for their retirement.

Team Member Safety and Wellness

THOR is committed to the health and safety of every team member. We maintain a robust safety culture to reduce workplace injuries, supported by effective communication, reporting and external benchmarking. Within each of our manufacturing and distribution facilities, in both North America and Europe, we have site-specific safety and environmental plans designed to reduce risk. All of our sites follow safety laws and regulations, and all accidents, injuries or unsafe equipment, practices, or conditions are required to be reported immediately and are reviewed to determine if additional safety measures are warranted.

The health and wellness of our employees are top priorities for THOR. Our Corporate office and subsidiaries offer standard medical, vision and dental programs as well as various programs to further address the needs of our employees. For example, all THOR North American team members have access to the Employee Assistance Program ("EAP") where they can receive up to five free sessions to assist with counseling needs, personal and/or work related concerns. Our EAP services are designed to help provide support for team members who are navigating life issues.

Our response to the COVID-19 global pandemic further illustrates our commitment to the health, wellness and safety of our team members. To support our employees, communities and other stakeholders, we make employee safety our top priority, following protocols that align with governmental authorities and health organizations, including the Centers for Disease Control and Prevention. Since the onset of the COVID-19 pandemic and throughout fiscal year 2021, THOR has taken numerous, stringent companywide measures to protect our workforce from COVID-19, including the following:
Implementing robust, consistent cleaning and disinfecting protocols;
Providing testing locations, free of charge, to team members;
Requiring team members to stay home, with no actual or implied penalties, if they are feeling ill;
Restricting onsite visitors and eliminating company tours;
Restricting or, in many cases, eliminating employee work-related travel;
Updating our protocols and procedures, as needed, when new information becomes available; and
Implementing detailed contact tracing procedures for those who may have been exposed.

Diversity, Equity and Inclusion ("DE&I")

We strive to have an inclusive culture and diverse workforce, reflective of the communities in which our individual operating companies are located. We believe attracting and retaining talented and diverse employees will enable us to be more innovative and responsive to consumer needs and deliver strong sustained performance and growth. In fiscal year 2021, our Corporate office DE&I Committee focused on three main areas of Recruitment, Culture and Community Partnerships. These initiatives were identified to strengthen our inclusive culture by identifying innovative ways to attract talent, creating an inclusive corporate workplace and focusing on building strong partnerships with organizations in our community who serve diverse populations.

10


At THOR, we are committed to:
Inspiring an inclusive culture which embraces individual differences;
Treating team members fairly and with respect;
Establishing a workplace free from discrimination and harassment;
Training team members to be aware of their rights and responsibilities in regards to fair treatment; and
Providing equal opportunities based on ability, performance and potential.

Commitment to Ethical Behavior

Each year, THOR conducts training with certain employees, based on their role and level in the organization, on its business ethics policy. Providing our team members with resources to help make good decisions through an ethics program cultivates strong teamwork and productivity. Issues can be communicated anonymously using our multilingual third-party hotline via phone, email or online inquiry systems. Every report is investigated and, if warranted, corrective actions are taken or implemented. THOR protects team members, who report issues, from any retaliation.

For more information on THOR’s human capital resources, please visit www.thorindustries.com/sustainability.
11


Forward Looking Statements
This Annual Report on Form 10-K includes certain statements that are “forward-looking” statements within the meaning of the U.S. Private Securities Litigation Reform Act of 1995, Section 27A of the Securities Act of 1933, as amended, and Section 21E of the Securities Exchange Act of 1934, as amended. These forward-looking statements are made based on management’s current expectations and beliefs regarding future and anticipated developments and their effects upon THOR, and inherently involve uncertainties and risks. These forward-looking statements are not a guarantee of future performance. We cannot assure you that actual results will not differ materially from our expectations. Factors which could cause materially different results include, among others:
the extent and impact from the continuation of the COVID-19 pandemic, along with the responses to contain the spread of the virus, or its variants, by various governmental entities or other actors, which may have negative effects on retail customer demand, our independent dealers, our supply chain, our labor force, our production or other aspects of our business;
the ability to ramp production up or down quickly in response to rapid changes in demand while also managing costs and market share;
the effect of raw material and commodity price fluctuations, and/or raw material, commodity or chassis supply constraints;
the dependence on a small group of suppliers for certain components used in production;
the level and magnitude of warranty and recall claims incurred;
the ability of our suppliers to financially support any defects in their products;
legislative, regulatory and tax law and/or policy developments including their potential impact on our dealers and their retail customers or on our suppliers;
the costs of compliance with governmental regulation;
public perception of and the costs related to environmental, social and governance matters;
legal and compliance issues including those that may arise in conjunction with recently completed transactions;
lower consumer confidence and the level of discretionary consumer spending;
interest rate fluctuations and their potential impact on the general economy and, specifically, on our dealers and consumers;
the impact of exchange rate fluctuations;
restrictive lending practices which could negatively impact our independent dealers and/or retail consumers;
management changes;
the success of new and existing products and services;
the ability to maintain strong brands and develop innovative products that meet consumer demands;
the ability to efficiently utilize existing production facilities;
changes in consumer preferences;
the risks associated with acquisitions, including: the pace and successful closing of an acquisition, the integration and financial impact thereof, the level of achievement of anticipated operating synergies from acquisitions, the potential for unknown or understated liabilities related to acquisitions, the potential loss of existing customers of acquisitions and our ability to retain key management personnel of acquired companies;
a shortage of necessary personnel for production and increasing labor costs to attract production personnel in times of high demand;
the loss or reduction of sales to key dealers;
disruption of the delivery of units to dealers;
increasing costs for freight and transportation;
asset impairment charges;
competition;
the impact of potential losses under repurchase agreements;
the potential impact of the strength of the U.S. dollar on international demand for products priced in U.S. dollars;
general economic, market and political conditions in the various countries in which our products are produced and/or sold;
the impact of changing emissions and other related climate change regulations in the various jurisdictions in which our products are produced, used and/or sold;
12


changes to our investment and capital allocation strategies or other facets of our strategic plan; and
changes in market liquidity conditions, credit ratings and other factors that may impact our access to future funding and the cost of debt.

These and other risks and uncertainties are discussed more fully in Item 1A Risk Factors below.

We disclaim any obligation or undertaking to disseminate any updates or revisions to any forward-looking statements contained in this Annual Report on Form 10-K or to reflect any change in our expectations after the date of this Annual Report on Form 10-K or any change in events, conditions or circumstances on which any statement is based, except as required by law.

Available Information

Our annual reports on Form 10-K, quarterly reports on Form 10-Q, current reports on Form 8-K and all amendments to those reports and the Proxy Statement for our Annual Meeting of Stockholders are made available, free of charge, on our website, www.thorindustries.com, as soon as reasonably practicable after such reports have been filed with or furnished to the SEC. In addition, the SEC maintains a website that contains reports, proxy and information statements and other information that is filed electronically with the SEC. The website can be accessed at www.sec.gov.
13


ITEM 1A. RISK FACTORS

The following risk factors should be considered carefully in addition to the other information contained in this filing.

The risks and uncertainties described below are not the only ones we face and represent risks that our management believes are material to our Company and our business. Additional risks and uncertainties not presently known to us or that we currently deem not material may also harm our business. If any of the following risks actually occur, our business, financial condition or results of operations could be harmed.

RISKS RELATED TO THE COVID-19 PANDEMIC

Our business has been, and may continue to be, affected by the COVID-19 pandemic.

The COVID-19 pandemic had a sudden and material impact on our business and results of operations. In the third quarter of fiscal 2020, the pandemic negatively affected our business, results of operations and financial position as we, our independent dealers and our customers were required to adhere to mandatory shelter-in-place orders, which resulted in six to eight weeks of production shutdowns at most of our facilities. As the shelter-in-place mandates were lifted, we were able to safely restart production beginning in May 2020. Shortly thereafter, we began to see that consumers were eager to travel and saw RV travel as a safe mode of transportation and a safe way to vacation, resulting in a significant increase in demand for our products and a positive impact on our business and financial results.

Localized outbreaks, the emergence of variants, the direct or indirect impact of the pandemic on our supply chain or other continuations of the pandemic, as well as the actions taken to contain the spread of the virus by various governmental entities or other actors in the areas in which we operate and in which we sell our products may have a negative impact on our business, results of operations and financial position in future periods. The future severity of the COVID-19 pandemic is difficult to predict and ever-evolving. The pandemic continues to impact our business in numerous ways, including but not limited to those outlined below:
Since the start of the pandemic we have experienced delays, and continue to experience delays, in obtaining certain raw material components and chassis. The operations of our suppliers within Europe, North America and elsewhere may continue to be disrupted, negatively impacting the price we are required to pay to acquire raw material inputs, or limiting our production output due to a lack of key material components in sufficient quantities.
The geographic centrality of the North American RV industry in northern Indiana, where the majority of our facilities and many of our suppliers are located, has, at times, stressed, and could continue to stress, our supply chain and workforce, should northern Indiana or any of the other areas in which we, our suppliers or our customers operate become disproportionately impacted by the pandemic.
If the pandemic worsens, or reappears in future periods, our labor force may be negatively impacted by COVID-19 infections, which would negatively impact our ability to produce and sell units.
If governmental mandates or private actor responses imposed to slow the spread of the virus, or its variants, are extended or reinstated in future periods, we may need to temporarily suspend production, like we did in March 2020, and our business may be negatively impacted.
A return to widespread restrictions on the movement of consumers or the shutdown of retail facilities, camping or other recreational destinations may negatively impact demand for our products.

RISKS RELATED TO OUR OPERATIONS AND THE RV INDUSTRY

The industry in which we operate is highly competitive both in the United States and in Europe.

The recreational vehicle industry is generally characterized by relatively low barriers to entry which result in a highly competitive business environment. Competition within the industry is based upon price, design, value, quality and service as well as other factors. Competitive pressures have, from time to time, resulted in a reduction of our profit margins and/or a reduction in our market share. Sustained increases in these competitive pressures could have a material adverse effect on our results of operations.


14


According to RVIA and CIVD, respectively, there are approximately 70 RV manufacturers in the U.S. and Canada and approximately 30 RV manufacturers across Europe. Not only does our Company compete against numerous existing recreational vehicle manufacturers, but a number of our operating subsidiaries compete with each other. Additionally, due to the current robust interest in the RV lifestyle, which is driving strong consumer and dealer demand for products, a number of start-up companies, in North America, and certain automotive manufacturers, in both North America and Europe, have entered the RV industry with the introduction of products that directly compete with our products. If existing or new competitors develop products that are superior to ours, more innovative, achieve better consumer acceptance or are offered at a lower net price to dealers, our market share, sales volume and profit margins may be adversely affected.

In addition to direct competition from other RV manufacturers, we also compete against consumer demand for used recreational vehicles, particularly during periods of economic downturn. Increased availability of used recreational vehicles and significant price differences between new and used recreational vehicles, as a result of an economic downturn or otherwise, could have a material adverse effect on demand for our products and our results of operations.

Finally, we also face competition from other consumer leisure, discretionary and vacation spending alternatives, such as cruises, vacation homes, timeshares and other traditional vacations along with other recreational products like boats and motorcycles. Changes in actual or perceived value among these alternatives by consumers could impact our future sales volume and profitability.

Our U.S.-based operations are primarily centered in northern Indiana.

The majority of our U.S. operations are located in one region. The geographic centrality of the U.S. RV industry in northern Indiana, where the majority of our U.S. facilities are located, creates certain risks, including:
Competition for workers skilled in the industry, especially during times of low unemployment or periods of high demand for RVs, such as we are currently experiencing, has, in the past, and may, in the future, increase the cost of our labor or limit the speed at which we can respond to changes in consumer demand;
We have, in the past, and could, in the future, experience employee retention and recruitment challenges as employees with industry knowledge and experience have been, and may continue to be, attracted to other positions or opportunities, and their ability to change employers is relatively easy; and
The potential exists for a greater adverse impact from natural disasters, such as weather-related events and pandemics.

Our business is both cyclical and seasonal and subject to fluctuations in sales, production and net income.

The RV industry has historically been characterized by cycles of growth and contraction in consumer demand, reflecting prevailing economic and demographic conditions, which affect disposable income for leisure-time activities. Consequently, the results of any prior period may not be indicative of results for any future period.

In addition, we have experienced in the past, and expect to experience in future periods, significant variability in quarterly sales, production and net income as a result of annual seasonality in our business. Since recreational vehicles are used primarily by vacationers and campers, historically, demand in the recreational vehicle industry generally declines during the fall and winter months, while sales and profits are generally highest during the spring and summer months. Recent factors resulting from the COVID-19 pandemic, such as high consumer demand for RVs, low independent dealer inventory and constraints in the labor pool and supply chain, have been disrupting, and may continue to disrupt, the historical trends in the seasonality of our business in both North America and Europe.

Our business is structured to quickly align production and cost structure to meet fast changing market conditions. However, if we are not able to ramp production up or down quickly enough in response to rapid changes in demand, we may not be able to effectively manage our costs, which could negatively impact operating results, and we may lose sales and market share.

Our business may be affected by certain external and macroeconomic factors beyond our control.

Companies within the recreational vehicle industry are subject to volatility in operating results due to external factors, such as general economic conditions, credit availability, consumer confidence, employment rates, prevailing interest rates, inflation, other economic conditions affecting consumer attitudes and disposable consumer income, demographic changes, international conflict, and geopolitical changes. Specific external factors affecting our business include:
COVID-19, including the impact of the pandemic on our employees, dealers, retail customers and suppliers and steps taken by governments and other actors to respond to the pandemic;
15


Overall consumer confidence and the level of discretionary consumer spending;
Fuel shortages or high fuel prices;
Raw material and commodity price fluctuations;
Availability of raw materials and components used in production;
Legislative, regulatory and tax law and/or policy developments including their potential impact on our dealers and their retail customers or on our suppliers;
Interest rate fluctuations and the availability of credit, including the potential impact of these items on our suppliers, dealers and end consumers;
Success of new and existing products and services, including the success of our competitors with new products or services they may introduce;
Consumer spending habits and preferences regarding leisure activities;
Independent dealer confidence and stocking levels;
RV retail consumer demographics;
Employment and wage trends;
Consolidation of independent RV dealerships;
Consolidation of RV suppliers;
Global, domestic or regional financial or political turmoil;
Natural disasters;
Relative or perceived safety, cost, availability and comfort of recreational vehicle use versus other modes of travel, such as car, cruise ships, air or rail travel; and
General economic, market and political conditions, including war, terrorism and military conflict.

The loss of our largest independent dealer and the increase in independent dealer consolidations could have a material effect on our business.

Sales to FreedomRoads, LLC accounted for approximately 13.0% of our consolidated net sales for fiscal 2021. During recent years, FreedomRoads, LLC has acquired a number of formerly independent RV dealerships. The leverage to negotiate better terms with us arising from FreedomRoads, LLC’s acquisitions or the loss of this dealer could have a material adverse effect on our business. In addition, deterioration in the liquidity or credit worthiness of FreedomRoads, LLC could negatively impact our sales and accounts receivable and could trigger repurchase obligations under our repurchase agreements.

Recently, a number of other U.S.-based independent dealers have acquired, and continue to acquire, formerly independent RV dealerships, resulting in further independent dealer concentration. Continued consolidation in the U.S. independent dealer network could negatively impact our sales or gross margins and increase the concentration of our exposure under repurchase obligations related to independent dealers.

Our business depends on the performance of independent dealers and transportation carriers.

We distribute all of our North American and the majority of our European products through a system of independent, non-franchise authorized dealers, many of whom sell products from competing manufacturers. As of July 31, 2021, the Company distributed product to approximately 2,400 independent dealerships in the United States and approximately 1,100 dealerships in Europe. The Company depends on the capability of these independent authorized dealers to develop and implement effective retail sales plans to create demand among retail purchasers for the products that the dealers purchase from the Company. If the Company’s independent dealers are not successful in these endeavors, then the Company may be unable to maintain or grow its revenues and meet its financial expectations. The geographic coverage of our independent dealers and their individual business conditions can affect the ability of our authorized dealers to sell our products to consumers. If our independent dealers are unsuccessful, they may exit or be forced to exit the business or, in some cases, the Company may seek to terminate relationships with certain dealerships. As a result, the Company could face additional adverse consequences related to the termination of independent dealer relationships. For example, the unplanned loss of any of the Company’s independent dealers could lead to inadequate market coverage of our products. In addition, recent consolidation of independent dealers, as well as the growth of large, multi-location dealers, may result in increased bargaining power on the part of independent dealers.


16


Given the independent nature of dealers, they generally maintain control over which manufacturers, and which brands, they will do business with, often carrying more than one manufacturer’s products. Independent dealers can, and do, change which brands and which manufacturers they sell. If our products are not perceived by the independent dealers as being desirable and profitable for them to carry, the dealers may terminate their relationship with our operating subsidiaries or may drop certain of our brands, which would in turn adversely affect our sales and profit margins if we are unable to replace those dealers.

Our products are generally delivered to our independent dealers via a system of independent transportation contractors. The network of carriers is limited and, in times of high demand and limited availability, we have experienced in the past, and could face again, the disruption of our distribution channel. The network of carriers and their ability to deliver units to certain locations was initially negatively impacted by the COVID-19 pandemic. If the pandemic worsens in the regions in which we operate or sell into, the transportation contractors may have difficulty finding drivers who are willing to deliver in those regions, or governmental agencies or other actors may restrict movement of goods in those regions.

Our repurchase agreements with floor plan lenders could result in increased costs.

In accordance with customary practice in the recreational vehicle industry, upon the request of a lending institution financing an independent dealer’s purchase of our products, we will generally execute a repurchase agreement with the lending institution. Repurchase agreements provide that, typically for a period of up to 18 months after a recreational vehicle is financed and in the event of default by the dealer, we will repurchase the recreational vehicle repossessed by the lending institution for the amount then due, which is usually less than 100% of the dealer’s cost. In addition to the guarantee under these repurchase agreements, we may also be required to repurchase inventory relative to dealer terminations in certain states in accordance with state laws or regulatory requirements.

The difference between the gross repurchase price and the price at which the repurchased product can then be resold, which is typically at a discount to the original sale price, is an expense to us. Thus, if we are obligated to repurchase a substantially greater number of recreational vehicles, or incur substantially greater discounting to resell these units in the future, those circumstances would increase our costs and negatively affect our profit margins and results of operations. In difficult economic times, this amount could increase significantly compared to recent years.

RISKS RELATED TO DEBT, LIQUIDITY AND FOREIGN CURRENCY

The Company’s debt arrangements may make us more sensitive to the effects of economic downturns, and provisions in our debt agreements could constrain the options available to us to react to changes in the economy or our industry.

As of July 31, 2021, total gross outstanding debt was $1,640,693, consisting of $1,540,013 outstanding on our term loan facility, which matures on February 1, 2026, and $100,680 outstanding on other debt facilities which mature at various dates through September 2032. Our level of debt impacts our profit before tax and cash flow because of the interest expense and periodic debt and interest payments. In addition, our debt level could limit our ability to raise additional capital, if necessary, or increase borrowing costs on future debt, and may have the effect, among other things, of reducing our flexibility to respond to changing business and economic conditions, requiring us to use a portion of our cash flow to repay indebtedness and placing us at a disadvantage compared to competitors with lower debt obligations.

Our ability to make payments on our indebtedness depends on our ability to generate cash in the future. If we do not generate sufficient cash flow to meet our debt service, capital investment and working capital requirements, we may need to fund those requirements with additional borrowings from the ABL, reduce or cease our payments of dividends, or we may need to seek additional financing or sell assets.

Furthermore, our credit facilities contain certain provisions that may limit our flexibility in planning for, or reacting to, changes in our business and our industry. Our credit facilities contain provisions impacting, among other items, our ability to:
Declare dividends or repurchase capital stock;
Incur liens;
Make loans, guarantees, acquisitions and investments;
Incur additional indebtedness;
Amend or otherwise alter debt and other material agreements;
Engage in mergers, acquisitions or asset sales; and
Engage in transactions with non-loan party affiliates.


17


Changes in market liquidity conditions, credit ratings and other factors may impact our access to future funding and the cost of debt.

Significant changes in market liquidity conditions and changes in the Company's credit ratings could impact our access to future funding, if needed, and funding costs, which could negatively impact the Company's earnings and cash flows. If general economic conditions deteriorate or capital markets become more volatile, including as a result of the COVID-19 pandemic, future funding, if needed, could be unavailable or insufficient. A debt crisis, particularly in the United States or Europe, could negatively impact currencies, global financial markets, social and political stability, funding sources, availability and costs, asset and obligation values, customers, suppliers, demand for our products and our operations and financial results. Financial market conditions could also negatively impact dealer or retail customer access to capital for purchases of the Company's products and customer confidence and purchase decisions.

Our business is affected by the availability and terms of financing to independent dealers and retail purchasers.

Generally, independent recreational vehicle dealers finance their purchases of inventory with financing provided by lending institutions. A decrease in the availability of this type of wholesale financing, more restrictive lending practices or an increase in the cost of such wholesale financing can prevent independent dealers from carrying adequate levels of inventory, which may limit product offerings and could lead to reduced demand for our products. Two major floor plan financial institutions held approximately 59% of our portion of our independent dealers’ total floored dollars outstanding at July 31, 2021. In the event that either of these lending institutions limit or discontinue dealer financing, we could experience a material adverse effect on our results of operations.

Substantial or sudden increases in interest rates and decreases in the general availability of credit have had an adverse impact on our dealers and therefore on our business and results of operations in the past and may do so in the future. Further, a decrease in availability of consumer credit resulting from unfavorable economic conditions, or an increase in the cost of consumer credit, may cause consumers to reduce discretionary spending which could, in turn, reduce demand for our products and negatively affect our sales and profitability.

RISKS RELATED TO OUR PRODUCTS

Changes in consumer preferences for our products, or our failure to gauge those preferences, could lead to reduced sales or otherwise negatively impact our business.

We cannot be certain that historical consumer preferences for recreational vehicles in general, and our products in particular, will remain consistent. Recreational vehicles are generally used for recreational purposes, and demand for our products may be adversely affected by competition from other activities that occupy consumers’ leisure time and by changes in consumer lifestyle, usage pattern or taste. Additionally, our products are offered at a variety of price points; however, if our products are determined by dealers or consumers not to be priced competitively, especially compared to our competitors or to other available leisure-time activities, our sales may be adversely impacted. Similarly, an overall decrease in consumer leisure time may reduce consumers’ willingness to purchase our products.

Consumer preferences in vehicles and automotive manufacturers' responses to those preferences and governmental mandates could also result in changes in consumer preferences for recreational vehicles or the types of recreational vehicles preferred. These changes could include shifts to smaller vehicles, electric vehicles, autonomous vehicles or other unanticipated changes.
Our ability to remain competitive depends heavily on our ability to provide a continuing and timely introduction of innovative product offerings. Delays in the introduction or market acceptance of new models, designs or product features could have a material adverse effect on our business. Products may not be accepted for a number of reasons, including changes in consumer preferences or our failure to properly gauge consumer preferences. Further, we cannot be certain that new product introductions will not reduce revenues from existing models and adversely affect our results of operations. Finally, our competitors’ new products may obtain better market acceptance or render our products obsolete, and/or new technological advances could disrupt our industry.


18


If the frequency and size of product liability and other claims against us increase, our business, results of operations and financial condition may be harmed.

We are subject, in the ordinary course of business, to litigation involving product liability and other claims against us, including, without limitation, wrongful death, personal injury and warranties. In North America, we generally self-insure a portion of our product liability and other claims and also purchase product liability and other insurance in the commercial insurance market. In Europe, we generally fully insure similar risks with insurance offering relatively low deductibles or premiums. We cannot be certain that our insurance coverage will be sufficient to cover all future claims against us. Any material change in the aforementioned factors could have an adverse impact on our operating results. Any increase in the frequency and size of claims, as compared to our experience in prior years, may cause the premium that we are required to pay for insurance to increase significantly and may negatively impact future self-insured retention levels. It may also increase the amounts we pay in punitive damages, not all of which are covered by our insurance.

Our products and services may experience quality problems from time to time, including from vendor-supplied parts, that could result in decreased sales and gross margin and could harm our reputation.

Our products contain thousands of parts, many of which are supplied by a network of approved vendors. As with all of our competitors, defects may occur in our products, including those purchased from our vendors. As we continue to ramp up production to meet the current high demand for our product, we cannot be certain that we will detect all such defects prior to distribution of our products. In addition, although we endeavor to compel our suppliers to maintain appropriate levels of insurance coverage, we cannot be certain that, if a defect in a vendor-supplied part were to occur, the vendor would have the ability to financially rectify the defect. Failure to detect defects in our products, including vendor-supplied parts, could result in lost revenue, increased warranty and related costs and harm to our reputation.

Unexpected warranty costs may result in expenses that we did not anticipate, which, in turn, could result in reduced earnings.

The introduction of new models, floor plans and features are critical to our future success. We may incur unexpected expenses, however, when we introduce new models, floor plans or features. Unexpected engineering or design flaws have resulted in recalls and increased warranty claims in the past and could be incurred in the future. The costs resulting from these types of problems could be substantial and could have a material adverse effect on our earnings. Estimated warranty costs are provided at the time of product sale to reflect our best estimate of the amounts necessary to settle future and existing claims on products. An increase in actual warranty claim costs as compared to our estimates, due to either the introduction of new products or extended warranty coverage, could result in increased warranty reserves and expense which could have an adverse impact on our earnings.

We could lose sales and market share if we do not maintain our strong brands and also develop innovative products that not only meet the needs and desires of consumers but which also align with anticipated changes in future vehicle concepts.

A key driver in our historical performance and growth is our ability to maintain our strong brands and to develop and introduce innovative new and improved products. To successfully execute our long-term strategy, we must continue to develop new products and services. We also recognize that there are numerous changes that may impact our industry in the future, such as lighter-weight vehicles used for towing our products, as well as changes such as electric vehicles that could impact both our motorized and towable units. Our initiatives to invest in the future of the RV industry through product innovation may be costly and may not be successful. The uncertainties associated with developing and introducing innovative and improved products, such as gauging changing consumer demands and preferences and successfully developing, manufacturing, marketing and selling these products, may impact the success of our product introductions. If the products we introduce do not gain widespread acceptance, or if our competitors improve their products more rapidly or effectively than we do, we could lose market share or be required to reduce our prices, which could adversely impact our results of operations and financial position. In addition, there is no guarantee that our innovation efforts will lead to products that will be introduced to market or that an initial product concept or design will result in a unit that generates sales in sufficient quantities and at high enough prices to be profitable.

If we do not timely, effectively and accurately predict or identify and respond to changing consumer preferences, including a continued shift in consumer desire for connected vehicles with a focus on ease of use and a high-quality customer experience, the demand for our products could also be reduced and our results of operations and financial position could be adversely affected.
19


A material portion of our revenue is derived from sales of our products to international sources, which creates additional uncertainty.

Combined sales from the United States to foreign countries (predominately Canada) and sales from our foreign subsidiaries to countries other than the U.S. (predominately within the European Union) represent approximately 31.3% of THOR’s consolidated sales for fiscal 2021. These non-U.S. sales create the potential for numerous risks which could negatively impact our financial operating results, including foreign currency effects, tariffs, customs duties, inflation, difficulties in enforcing agreements and collecting receivables through foreign legal systems, compliance with international laws, treaties, and regulations, and unexpected changes in regulatory or tax environments, disruptions in supply or distribution, dependence on foreign personnel and various employee work agreements, foreign governmental action, as well as economic and social instability. In addition, there may be tax inefficiencies in repatriating cash from non-U.S. subsidiaries, or unfavorable tax law changes.

Global political uncertainty and shifts pose risks of volatility in global markets, which could negatively affect our operations and financial results. Changes in U.S. policy regarding foreign trade or manufacturing may create negative sentiment about the U.S. among non-U.S. dealers, end customers, employees, or prospective employees, all of which could adversely affect our business, sales, hiring and employee retention. If we are unable to anticipate and effectively manage these and other risks of operating in and selling into foreign jurisdictions, our international operations and our business as a whole could be materially and adversely affected.

The Company’s U.S.-based subsidiaries have expenses and sales denominated in U.S. dollars. Sales by our U.S.-based subsidiaries into the Canadian market are subject to currency risk as devaluation of the Canadian dollar versus the U.S. dollar may negatively impact U.S.-dollar denominated sales into Canada. With the acquisition of EHG, the Company has Euro-denominated assets which are subject to changes in the Euro and U.S. dollar currency exchange rate. To offset a portion of this currency risk, the acquisition was partially funded through a Euro-denominated Term Loan B, which provides an economic hedge.

Our European segment expenses are predominantly denominated in Euros. European sales are generally denominated in Euros, with sales in the United Kingdom market being the primary exception, where sales are denominated in British Pounds Sterling. The Company has used foreign currency forward contracts to help manage (i.e., partially hedge) certain foreign exchange rate exposures related to anticipated sales transactions in British Pounds Sterling with financial instruments whose maturity date, along with the realized gain or loss, occurs on or near the execution of the anticipated transaction. Despite these efforts, significant changes in currency exchange rates could have a material adverse effect on our results of operations.

RISKS RELATED TO OUR SUPPLY CHAIN

For certain components used in production, we depend on a small group of suppliers and the loss of any of these suppliers could affect our ability to obtain components timely or at competitive prices, which, in turn, would negatively impact our sales and profit margins.

We depend on timely and sufficient delivery of components from our suppliers. Many components are readily available from a variety of sources. However, certain key components are currently produced by only a small group of suppliers that have the capacity to supply large quantities, primarily occurring in the case of: 1) motorized chassis, where there are a limited number of chassis suppliers, and 2) windows and doors, towable frames and slide-out mechanisms, axles and upholstered furniture for our recreational vehicles, where LCI Industries is a major supplier for these items within the North American RV industry.

The remaining components are sourced by a number of suppliers, some of which are smaller or medium-sized businesses that may not have the financial reserves or borrowing power to successfully manage through an economic hardship or financially support potential warranty or recall demands. Additionally, some of our smaller suppliers have discontinued, or could in the future discontinue, their business with little to no warning. If our Company is not adequately sourced for certain components, the discontinuation of even some smaller suppliers could have an adverse effect on our business.


20


Recently, the recreational vehicle industry, as a whole, has experienced, and continues to experience, a shortage of numerous raw materials, including chassis, which has been affected by the ongoing semiconductor shortage that has hampered automobile production around the world. These supply chain constraints have limited our ability to further increase production to meet increased levels of independent dealer demand. We continue to manage production by shifting our production schedules, securing alternative supplies of needed parts and taking other proactive actions. If the shortages become more severe, longer term in nature or are not limited in scope, if industry demand continues to increase faster than the suppliers can respond or if other factors were to impact the suppliers’ ability to supply our production needs, our business and results of operations would be adversely impacted. In addition, the recent consolidation of two of our largest European chassis suppliers has increased the supplier concentration in this area. If this supplier increases its prices or experiences operational or integration issues in conjunction with their merger, such as labor shortages or production challenges, our European production, sales and profitability could be additionally adversely impacted.

If key suppliers which currently serve the RV industry were to discontinue the manufacturing of raw materials or chassis suitable for our use for our range of products, or if, as a group, our suppliers significantly reduced the availability of materials or chassis to the industry, our business would be adversely affected. Similarly, shortages at, or production delays or work stoppages by the employees of our raw material and chassis suppliers, have, in the past, and could, in the future, have a material adverse effect on our sales.

Continued consolidation within our major supplier base may also inhibit our ability to source from alternative suppliers and could result in increased component costs, which may result in decreased margins or higher wholesale product costs, which could, ultimately, result in decreased demand for our products and adversely impact our sales and operating results.

In addition, certain RV components are sourced from countries where we do not currently have operations. Changes in trade policy and resulting tariffs that have or may be imposed, along with port, production or other delays, have, in the past, and could, again in the future, cause increased costs for, or shortages of, certain RV components or sub-components. We may not be able to source alternative supplies as necessary without increased costs or at all. If alternatives are not readily available, that unavailability could lead to potential decreases in our sales and earnings.

Finally, as is standard in the industry, arrangements with chassis and other suppliers are generally terminable at any time by either our Company or the supplier. If we cannot obtain an adequate supply of chassis or other key components, this could result in a decrease in our sales and earnings.

Our chassis supply, and therefore our production and sales, may be negatively impacted by ongoing compliance requirements with chassis emissions standards, which are subject to future changes by various governmental organizations, in both the U.S. and Europe.

We obtain motorized chassis from a number of different chassis suppliers who are required to comply with strict emission standards. As governmental agencies revise those standards, the chassis manufacturers must comply within the timeframes established. Uncertainties created by continued emission standards compliance requirements or the adoption of revised emission standards include the ability of the chassis manufacturer to comply with such standards on a timely and ongoing basis as well as the ability to produce sufficient quantities of compliant chassis to meet our demand. In the past, certain chassis manufacturers have experienced difficulties in meeting one or both of these requirements. In addition, revisions to chassis by the suppliers often impact our engineering and production processes and may result in increased chassis or other costs to us.

RISKS RELATED TO REGULATIONS

Our business is subject to numerous national, regional, federal, state and local regulations in the various countries in which we operate and/or sell our products.

Our operations are subject to numerous national, regional, federal, state and local regulations governing the manufacture and sale of our products, including various vehicle and component safety and compliance standards. In various jurisdictions, governmental agencies require a manufacturer to recall and repair vehicles which contain certain hazards or defects. Any recalls of our vehicles, voluntary or involuntary, could have a material adverse effect on our results of operations and could harm our reputation. Additionally, changes in policy, regulations or the imposition of additional regulations could have a material adverse effect on our Company.


21


Our U.S. operations are also subject to federal and numerous state consumer protection and unfair trade practice laws and regulations relating to the sale, transportation and marketing of motor vehicles, including so-called “lemon laws.” U.S. federal and state, as well as various European laws and regulations, impose upon vehicle operators various restrictions on the weight, length and width of motor vehicles that may be operated in certain jurisdictions or on certain roadways. Certain jurisdictions also prohibit the sale of vehicles exceeding length restrictions. U.S. federal and state, as well as various European, authorities have environmental control standards relating to air, water, noise pollution and hazardous waste generation and disposal which affect our business and operations.

Numerous other U.S. and European laws and regulations affect a wide range of the Company’s activities. Violations of these laws and regulations could lead to significant penalties, including restraints on our export or import privileges, monetary fines, criminal or civil proceedings and regulatory or other actions that could materially adversely affect our operating results.

Climate-related regulations, such as new or more stringent greenhouse gas ("GHG") regulations designed to address climate change, may result in additional compliance costs.

Our operations and the products we sell are currently subject to rules limiting emissions and to other climate related regulations in certain jurisdictions where we operate. Concerns regarding climate change at numerous levels of government in various jurisdictions may lead to additional international, national, regional and local legislative and regulatory responses, and compliance with any new rules could be difficult and costly.

Climate change regulation combined with public sentiment could result in reduced demand for our products, higher fuel prices or carbon taxes, limitations on where we can operate or sell our units, or other restrictions or costs, all of which could materially adversely affect our business.

Increased public attention to environmental, social and governance matters may expose us to negative public perception, impose additional costs on our business or impact our stock price.

Recently, more attention is being directed towards publicly-traded companies regarding environmental, social and governance (“ESG”) matters. A failure, or perceived failure, to respond to investor or customer expectations related to ESG concerns could cause harm to our business and reputation. For example, our RV products are powered by gas and diesel engines or are required to be towed by gas or diesel-powered vehicles. Government, media or activist pressure to limit emissions could negatively impact consumers’ perceptions of our products which could have a material adverse effect on our business, and the actions taken by governments and other actors to reduce emissions could impose costs that could materially affect our financial condition.

Additionally, while THOR strives to create an inclusive culture and a diverse workforce where everyone feels valued and respected, a failure, or perceived failure, to properly address inclusivity and diversity matters could result in reputational harm, reduced sales or an inability to attract and retain a talented workforce.

Organizations that provide information to investors on corporate governance and other matters have developed rating systems for evaluating companies on their approach to ESG. Unfavorable ESG ratings may lead to negative investor sentiment which could have a negative impact on our stock price.

Our operations are subject to numerous labor and employment laws and regulations, and violations of those laws and regulations could have a materially adverse impact on our operating results.

We are subject, in the ordinary course of business, to litigation and claims arising from numerous labor and employment laws and regulations, including potential class action claims arising from alleged violations of such laws and regulations. Any liability arising from such claims would not ordinarily fall within the scope of our insurance coverages. An adverse outcome from such litigation could have a material effect on operating results.


22


Changes in tax rates, tax legislation or exposure to additional tax liabilities or tariffs could have a negative impact on our results of operations, cash flows, financial condition, dividend payments or strategic plan.

The Company is subject to income taxes in the U.S. and numerous foreign jurisdictions. The Company's domestic and international tax liabilities are dependent upon the location of earnings among, and the applicable tax rates in, these different jurisdictions. Tax rates in various jurisdictions in which we operate or sell into may increase as a means of funding the significant cost of governmental stimulus measures enacted to assist and protect individuals and businesses impacted by the COVID-19 pandemic or to fund other governmental programs. The United States or other governmental authorities may adjust tax rates, impose new income taxes or indirect taxes, or revise interpretations of existing tax rules and regulations. Further, the outcome of future elections and the associated political party with power to enact legislation could make tax increases more likely and more severe.

Our estimated effective income tax rate could also be affected by changes in the mix of earnings in countries with differing statutory tax rates, changes in statutory rates, changes in the valuation of deferred tax assets and liabilities or changes in tax laws or their interpretation. If the Company's effective tax rate were to increase, or if the ultimate determination of our taxes owed is for an amount in excess of amounts previously accrued, our operating results, cash flows and financial condition could be adversely affected, which, in turn, could negatively impact the availability of cash for dividend payments or our strategic plan.

Additionally, new and/or increased tariffs by the United States and/or by other countries could subject the Company to increased costs for RV components that are imported into the United States. Increased costs for imported RV components could require us to increase prices to our customers which may reduce demand, or, if we are unable to increase prices, may result in lower margins on products sold.

RISKS RELATED TO OUR INFORMATION SYSTEMS

Interruption of information systems service or misappropriation or breach of our information systems could cause disruption to our operations, disclosure of confidential or personal information or cause damage to our reputation.

Our business relies on information systems and other technology (“information systems”) to support aspects of our business operations, including but not limited to, procurement, supply chain management, manufacturing, design, distribution, invoicing and collection of payments. We use information systems to accumulate, analyze and report our operational results. In connection with our use of information systems, we obtain, create and maintain confidential and personal information. Additionally, we rely upon information systems in our marketing and communication efforts. Due to our reliance on our information systems, we have established various levels of security, backup and disaster recovery procedures. Our business processes and operations may, however, be negatively impacted in the event of a substantial disruption of service or cyber-attacks.

The methods and technologies used to obtain unauthorized access to our information systems are constantly changing and may be difficult to anticipate as are laws and regulations concerning data protection and privacy. While we have implemented and regularly review robust security measures and processes designed to prevent and detect unauthorized access to our information systems, we may not be able to anticipate and effectively prevent unauthorized access or data loss in the future. The misuse, leakage, unauthorized access or falsification of information could result in a violation of privacy laws, including the European Union's General Data Protection Regulation ("GDPR") and laws applicable in North America and the United States, and damage to our reputation which could, in turn, have a significant, negative impact on our results of operations, as a result of fines, remediation costs or other direct or indirect ramifications.

RISKS RELATED TO OUR INTELLECTUAL PROPERTY, GOODWILL AND INTANGIBLE ASSETS

We may not be able to protect our intellectual property and may be subject to infringement claims.

Our intellectual property, including our patents, trademarks, copyrights, trade secrets, and other proprietary rights, constitutes a significant part of our value. Our success depends, in part, on our ability to protect our intellectual property against infringement and misappropriation by defending our intellectual property rights. To protect these rights, we rely on intellectual property laws of the U.S., Germany, Canada, and other countries, as well as contractual and other legal rights. We seek to acquire the rights to intellectual property necessary for our operations. However, our measures may not be successful in any given instance, particularly in countries outside the U.S. We endeavor to protect our rights; however, third parties may infringe upon our intellectual property rights. We may be forced to take steps to protect our rights, including through litigation, which could be expensive and result in a diversion of resources.
23


The inability to protect our intellectual property rights could result in competitors undermining the value of our brands by, among other things, manufacturing and marketing similar products, which could adversely affect our market share and results of operations. Moreover, competitors or other third parties may challenge or seek to invalidate or avoid the application of our existing or future intellectual property rights that we develop, purchase, receive or license. The loss of protection for our intellectual property could reduce the market value of our brands and our products and services, lower our profits, and could otherwise have a material adverse effect on our business, financial condition, cash flows or results of operation.

We also face the risk of claims that we have infringed third parties’ intellectual property rights. Any claims of intellectual property infringement, even those without merit, could be expensive and time consuming to defend, cause us to cease making, licensing, or using products that incorporate the challenged intellectual property, require us to redesign, reengineer, or rebrand our products, if feasible, divert management’s attention and resources, require us to enter into royalty or licensing agreements in order to obtain the right to use a third party’s intellectual property or damage our reputation. Any royalty or licensing agreements, if required, may not be available to us on acceptable terms or at all. A successful claim of infringement against us could result in our being required to pay significant damages, enter into costly license or royalty agreements, or stop the sale of certain products, any of which could have a negative impact on our business, financial condition, and results of operations.

We could incur asset impairment charges for goodwill, intangible assets or other long-lived assets.

We have a material amount of goodwill, intangible assets and other long-lived assets. At least annually, we review goodwill for impairment. Long-lived assets, identifiable intangible assets and goodwill are also reviewed for impairment whenever events or changes in circumstances indicate the carrying amount of an asset may not be recoverable from future cash flows. These events or circumstances could include a significant change in the business climate, legal factors, operating performance indicators, competition, sale or disposition of a significant portion of the business or other factors. If the carrying value of a long-lived asset is considered impaired, a non-cash impairment charge is recorded for the amount by which the carrying value of the long-lived asset exceeds its fair value at the time of measurement. Our determination of future cash flows, future recoverability and fair value of our long-lived assets includes significant estimates and assumptions. Changes in those estimates or assumptions or lower-than-anticipated future financial performance may result in the identification of an impaired asset and a non-cash impairment charge, which could be material. Any such charge could adversely affect our operating results and financial condition.

RISKS RELATED TO HUMAN RESOURCES

Our ability to meet our manufacturing workforce needs is crucial.

We rely on the existence of an available, qualified workforce to manufacture our products. Competition for qualified employees could require us to pay higher wages to attract and retain a sufficient number of qualified employees. We cannot be certain that we will be able to attract and retain qualified employees to meet current or future manufacturing needs at a reasonable cost, or at all. Within our European-based operations, we are subject to employee contracts, Works Councils and certain labor organizations. Any disruption in our relationships with these third-party associations, could adversely affect our ability to attract and retain qualified employees to meet current or future manufacturing needs at a reasonable cost, or at all.

We could be impacted by the potential adverse effects of union activities.

While our European-based operations are subject to employee contracts, Works Councils and certain labor organizations, none of our North American employees are currently represented by a labor union. Unionization of any of our North American facilities could result in higher employee costs and increased risk of work stoppages. We are, directly or indirectly, dependent upon companies with unionized work forces, such as parts suppliers, chassis suppliers and trucking and freight companies, and work stoppages or strikes organized by such unions could have a material adverse impact on our business, financial condition, or operating results. If a work stoppage occurs, it could delay the manufacture and sale of our products and have a material adverse effect on our business, prospects, operating results, or financial condition.

Our operations are dependent upon the services of our executive management and other key individuals, and their loss could materially harm us.


24


We rely upon the knowledge, experience and skills of our executive management and other key employees to compete effectively in our business and manage our operations. Our future success depends on, among other factors, our ability to attract and retain executive management, key employees and other qualified personnel. Upon the departure of such employees, our success may depend upon the existence of adequate succession plans. The loss of our executive management or other key employees or the failure to attract or retain qualified employees could have a material adverse effect on us in the event that our succession plans prove inadequate.

Increases in healthcare, workers compensation or other employee benefit costs could negatively impact our results of operations and financial condition.

Within our U.S.-based operations, the Company incurs significant costs with respect to employee healthcare and workers compensation benefits. The Company is self-insured for these employee healthcare and workers compensation benefits up to certain defined retention limits. If costs related to these or other employee benefits increase as a result of increased healthcare costs in the U.S., increased utilization of such benefits as a result of increased claims, new or revised U.S. governmental mandates or otherwise, our operating results and financial condition may suffer. Within our European-based operations, the Company incurs significant costs with respect to employee benefits which are largely governed by country and regional regulations. New or revised governmental mandates may also cause our operating results and financial condition to suffer.

OTHER RISKS RELATING TO OUR COMPANY

Business acquisitions pose integration risks.

Our growth has been achieved by both organic growth and by acquisitions. Business acquisitions, including joint ventures, pose a number of potential integration risks that may result in negative consequences to our business, financial condition or results of operations. The pace and significance of acquisitions and the nature and extent of integration of acquired companies, assets, operations and joint venture arrangements involve a number of related risks including, but not limited to:
The diversion of management’s attention from the management of existing operations to various transaction and integration activities;
The potential for disruption to existing operations and plans;
The assimilation and retention of employees, including key employees;
Risks related to transacting business in new geographies, regulatory environments or product categories in which we are less accustomed, including but not limited to: foreign currency exchange rate changes, expanded macro-economic risks due to operations in and sales to a wide base of countries, political and regulatory exposures to a wide array of countries, varying employee/employer relationships, including the existence of workers' councils and labor organizations, new product categories and other challenges caused by distance, language, and cultural differences, making it harder to do business in certain jurisdictions;
The ability of our management teams to manage expanded operations, including international operations, to meet operational and financial expectations;
The integration of departments and systems, including accounting systems, technologies, books and records, controls and procedures;
The adverse impact on profitability if acquired operations do not achieve expected financial results or realize the synergies and other benefits expected;
The potential loss of, or adverse effects on, existing business relationships with suppliers and customers;
The assumption of liabilities of the acquired businesses, which could be greater than anticipated; and
The potential adverse impact on operating results if, in future periods, impairments of significant amounts of goodwill and other assets are required.

Our risk management policies and procedures may not be fully effective in achieving their purposes.

Our policies, procedures, controls and oversight to monitor and manage our enterprise risks may not be fully effective in achieving their purpose and may leave exposure to identified or unidentified risks. Past or future misconduct by our employees or vendors could result in violations of law by us, regulatory sanctions and/or serious reputational or financial harm. The Company monitors its policies, procedures and controls; however, our policies, procedures and controls may not be sufficient to prevent all forms of misconduct. We review our compensation policies and practices as part of our overall enterprise risk management program, but it is possible that our compensation policies could incentivize inappropriate risk taking or misconduct. If such inappropriate risk taking or misconduct occurs, it is possible that it could have a material adverse effect on our results of operations and/or our financial condition.
25


Provisions in our charter documents and Delaware law may make it difficult for a third party to acquire our Company and could depress the price of our common stock.

Our Restated Certificate of Incorporation contains certain supermajority voting provisions that could delay, defer or prevent a change in control of our Company. These provisions could also make it more difficult for shareholders to elect directors, amend our Restated Certificate of Incorporation or take other corporate actions.

We are also subject to certain provisions of the Delaware General Corporation Law that could delay, deter or prevent us from entering into an acquisition, including provisions which prohibit a Delaware corporation from engaging in a business combination with an interested shareholder unless specific conditions are met. The existence of these provisions could limit the price that investors are willing to pay in the future for shares of our common stock and may deprive investors of an opportunity to sell shares at a premium over prevailing prices.

Our stock price may fluctuate in response to various conditions, many of which are beyond our control.

The stock market, in general, experiences volatility that has often been unrelated to the underlying operating performance of companies. Likewise, our common stock has, at various points in our history, experienced volatility that has not been correlated to our operating results. If this volatility were to occur in the future, the trading price of our common stock could decline significantly, independent of our actual operating performance. The market price of our common stock may also fluctuate significantly in response to numerous factors, many of which are beyond our control, including the following:
Development of new products and features by our competitors;
Development of new collaborative arrangements by us, our competitors or other parties;
Changes in government regulations applicable to our business;
Changes in investor perception of our business and/or management;
Changes in global economic conditions or general market conditions in our industry;
COVID-19 developments, including the imposition of various governmental mandates in relation to COVID-19 or similar situations;
Occurrence of major disruptive or catastrophic events; and
Sales of our common stock held by certain equity investors or members of management.

The Company's stock price may reflect expectations of future growth and profitability and may also reflect expectations that its cash dividend will continue at current levels or grow. Future dividends are subject to declaration by the Company’s Board of Directors. Furthermore, and as is customary under credit facilities generally, certain actions, including our ability to pay dividends and repurchase shares, are subject to the satisfaction of certain payment conditions prior to payment. If the Company fails to meet expectations related to future growth, profitability, dividends, share repurchases or other market expectations, the Company might miss investor expectations or independent analyst estimates, which might result in analysts or investors changing their opinions and/or recommendations regarding our stock and our stock price may decline, which could have a material adverse impact on investor confidence and employee retention.

Changes to our investment and capital allocation strategies or other facets of our strategic plan may be made.

Our strategic plan guides activities such as our level of debt, pace of debt repayment, timing and extent of new debt, utilization of available cash, prioritization of capital expenditures and acquisition activity. Based on market conditions, opportunities and perceived risks, we could change or alter such activities and priorities. These changes could materially impact our overall business including future operating results, cost structure, debt structure or liquidity.

As a publicly-traded company, our required disclosures may put us at a competitive disadvantage.

As a public company, we may be required to disclose certain information that may put us at a competitive disadvantage compared to certain of our competitors who are either non-public or are not required to disclose specific industry-related information due to the immateriality of that information to their parent company’s consolidated operations.






26


ITEM 1B. UNRESOLVED STAFF COMMENTS

None.
ITEM 2. PROPERTIES

As of July 31, 2021, worldwide we owned or leased approximately 23,351,000 square feet of total manufacturing plant and office space. We believe that our present facilities, consisting primarily of steel clad, steel or wood frame and masonry construction, and the machinery and equipment contained in these facilities, are generally well maintained and in good condition. We believe that our facilities are suitable and adequate for their intended purposes and that we would be able to obtain replacements for our leased premises at acceptable costs should our leases not be renewed.

The following table describes the location, number and size of our principal manufacturing plants and other materially important physical properties as of July 31, 2021:

Locations – Applicable Segment(s)Owned
or
Leased
No. of
Buildings
Approximate
Building Area Square Feet
United States:
Indiana – North American Towable SegmentOwned89 6,224,000 
Indiana – North American Towable SegmentLeased143,000 
Indiana – North American Towable and Motorized SegmentsOwned39 2,782,000 
Indiana – North American Motorized SegmentOwned17 1,200,000 
Indiana – Corporate, North American Towable and Motorized SegmentsOwned24 1,465,000 
Indiana – Other SegmentOwned50,000 
Indiana – Other SegmentLeased502,000 
Indiana Subtotal178 12,366,000 
Ohio – North American Towable and Motorized SegmentsOwned12 1,324,000 
Michigan – Other SegmentOwned10,000 
Michigan – Other SegmentLeased270,000 
Idaho – North American Towable SegmentOwned661,000 
Oregon – North American Towable SegmentOwned371,000 
Alabama – North American Motorized SegmentOwned28 1,137,000 
Alabama – North American Motorized SegmentLeased4,000 
Mississippi – North American Towable SegmentOwned13 405,000 
Mississippi – North American Motorized SegmentLeased257,000 
Other Subtotal76 4,439,000 
United States Subtotal254 16,805,000 
Europe:
Germany – European SegmentOwned88 4,176,000 
Germany – European SegmentLeased40 967,000 
Italy – European SegmentOwned568,000 
Italy – European SegmentLeased236,000 
France – European SegmentOwned330,000 
United Kingdom – European SegmentOwned269,000 
Europe Subtotal143 6,546,000 
Total397 23,351,000 
27


ITEM 3. LEGAL PROCEEDINGS

The Company is involved in certain litigation arising out of its operations in the normal course of its business, most of which is based upon state “lemon laws,” warranty claims and vehicle accidents in North America (for which the Company carries insurance above a specified self-insured retention or deductible amount). The outcomes of legal proceedings and claims brought against the Company are subject to significant uncertainty. There is significant judgment required in assessing both the probability of an adverse outcome and the determination as to whether an exposure can be reasonably estimated. In management’s opinion, the ultimate disposition of any current legal proceedings or claims against the Company will not have a material effect on the Company’s financial condition, operating results or cash flows. Litigation is, however, inherently uncertain and an adverse outcome from such litigation could have a material effect on the operating results of a particular reporting period.

A product recall has been issued recently related to certain purchased parts utilized in certain of our products. The Company expects to be reimbursed for the costs it will incur related to this recall and does not believe there will be a material, adverse impact to our future results of operations and cash flows due to this matter.

ITEM 4. MINE SAFETY DISCLOSURES

Not applicable.
28


PART II

Unless otherwise indicated, all Dollar and Euro amounts are presented in thousands except per share data.

ITEM 5. MARKET FOR REGISTRANT’S COMMON EQUITY, RELATED STOCKHOLDER MATTERS AND ISSUER PURCHASES OF EQUITY SECURITIES

Market Information

The Company’s Common Stock, par value $0.10 per share (the “Common Stock”), is traded on the New York Stock Exchange (“NYSE”) under the symbol “THO.”

Holders

As of September 15, 2021, the number of holders of record of the Common Stock was 136.

Dividends

In fiscal 2021, we paid a $0.41 per share dividend for each fiscal quarter. In fiscal 2020, we paid a $0.40 per share dividend for each fiscal quarter.

The Company’s Board currently intends to continue regular quarterly cash dividend payments in the future. As is customary under credit facilities generally, certain actions, including our ability to pay dividends, are subject to the satisfaction of certain payment conditions prior to payment. The conditions for the payment of dividends under our existing debt facilities include a minimum level of adjusted excess cash availability and a fixed charge coverage ratio test, both as defined in the credit agreements. The declaration of future dividends and the establishment of the per share amounts, record dates and payment dates for any such future dividends are subject to the determination of the Board, and will be dependent upon future earnings, cash flows and other factors, in addition to compliance with any then-existing financing facilities.

Issuer Purchases of Equity Securities

There were no purchases of equity securities during the fourth quarter of fiscal 2021 or at any time during fiscal 2021.

Equity Compensation Plan Information – see Item 12.
29


ITEM 6. SELECTED FINANCIAL DATA
 
 Fiscal Years Ended July 31,
 
2021 (1)
2020
2019 (2)
20182017
Income statement data:
Net sales$12,317,380 $8,167,933 $7,864,758 $8,328,909 $7,246,952 
Income before income taxes 844,581 272,896 184,666 633,029 556,386 
Acquisition-related costs included in income before income taxes— — 114,866 — — 
Net income660,870 221,384 132,465 430,151 374,254 
Net income attributable to THOR Industries, Inc.659,872 222,974 133,275 430,151 374,254 
Earnings per common share:
Basic$11.94 $4.01 $2.46 $8.17 $7.12 
Diluted$11.87 $4.00 $2.45 $8.14 $7.09 
Earnings per common share attributable to THOR Industries, Inc.:
Basic$11.93 $4.04 $2.47 $8.17 $7.12 
Diluted$11.85 $4.02 $2.47 $8.14 $7.09 
Dividends paid per common share:
Regular$1.64 $1.60 $1.56 $1.48 $1.32 
Balance sheet data:
Total assets$6,654,088 $5,771,460 $5,660,446 $2,778,665 $2,557,931 
Long-term liabilities1,911,197 1,910,610 2,116,893 71,594 200,345 

(1)Includes seven months of the operations of the Tiffin Group from the date of acquisition during the fiscal year.
(2)Includes six months of the operations of the Erwin Hymer Group from the date of acquisition during the fiscal year.
30


ITEM 7. MANAGEMENT’S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS

Unless otherwise indicated, all Dollar and Euro amounts are presented in thousands except per share data.

Our Management’s Discussion and Analysis of Financial Condition and Results of Operations (“MD&A”) should be read in conjunction with the Company’s Consolidated Financial Statements and Notes thereto included in Item 8 of this Report.

The discussion below is a comparison of the results of operations and changes in financial condition for the fiscal years ended July 31, 2021 and 2020. The comparison of, and changes between, the fiscal years ended July 31, 2020 and 2019 can be found within "Management's Discussion and Analysis of Financial Condition and Results of Operations" included in our Annual Report on Form 10-K for the fiscal year ended July 31, 2020, as filed with the SEC on September 28, 2020.

Executive Overview

We were founded in 1980 and have grown to become the largest manufacturer of recreational vehicles (“RVs”) in the world based on units sold and revenue. We are also the largest manufacturer of RVs in North America, and one of the largest manufacturers of RVs in Europe. In North America, according to Statistical Surveys, Inc. (“Stat Surveys”), for the six months ended June 30, 2021, THOR’s current combined U.S. and Canadian market share based on units was approximately 41.9% for travel trailers and fifth wheels combined and approximately 47.5% for motorhomes. In Europe, according to the European Caravan Federation (“ECF”), EHG’s current market share for the six months ended June 30, 2021 based on units was approximately 24.5% for motorcaravans and campervans combined and approximately 17.5% for caravans.

Our business model includes decentralized operating units, and our RV products are primarily sold to independent, non-franchise dealers who, in turn, retail those products. Our growth has been achieved both organically and through acquisition, and our strategy is designed to increase our profitability by driving innovation, servicing our customers, manufacturing quality products, improving the efficiencies of our facilities and making strategic growth acquisitions.

We generally do not finance dealers directly, but we do provide repurchase agreements to the dealers’ floor plan lenders.

We generally have financed our growth through a combination of internally generated cash flows from operations and, when needed, outside credit facilities. Capital acquisitions of $131,681 in fiscal 2021 were made primarily for purchases of land, production building additions and improvements and replacing machinery and equipment used in the ordinary course of business. See Note 3 to the Consolidated Financial Statements for capital acquisitions by segment.

The continuing COVID-19 pandemic, including its wide-reaching impact on nearly all facets of our operations and the RV industry, as well as related governmental actions and labor shortages throughout the supply chain and within THOR, have impacted and continues to impact our business and our financial results and financial position. In particular, the pandemic has, directly or indirectly, contributed to chassis and certain other supply-side constraints, as described below. Additional impacts could be incurred in future periods, including negative impacts to our results of operations, liquidity and financial position, as a direct or indirect result of the pandemic. Should the rate of COVID-19 infections escalate, or the virus mutate into new, uncontrolled strains, those developments and the resulting impacts could exacerbate risks to our business, financial results and financial position. These risks to our business are more fully described in Part 1, Item 1A "Risk Factors" of this Report.

Significant Events

Fiscal 2021

Tiffin Group Acquisition

On December 18, 2020, the Company closed on a Stock Purchase Agreement (“Tiffin Group SPA”) for the acquisition of all of the issued and outstanding capital stock of luxury motorized recreational vehicle manufacturer Tiffin Motorhomes, Inc., including fifth wheel towable recreational vehicle manufacturer Vanleigh RV, and certain other associated operating and supply companies, which primarily supply component parts and services to Tiffin Motorhomes, Inc. and Vanleigh RV, (collectively, the “Tiffin Group”). Tiffin Group, LLC, a wholly-owned subsidiary of the Company, owns the Tiffin Group. Tiffin Motorhomes, Inc. operates out of various locations in Alabama, while Vanleigh RV operates out of Mississippi.


31


The initial cash consideration for the acquisition of the Tiffin Group was approximately $300,000, and was subject to the final determination of the actual acquired net working capital, as defined in the Tiffin Group SPA, as of the close of business on December 28, 2020, which determination was finalized in the fourth quarter of fiscal 2021. The final adjustment was not material. The Tiffin Group operates as an independent operation in the same manner as the Company’s other recreational vehicle subsidiaries. The Company purchased the Tiffin Group to complement its existing towable and motorized RV product offerings and North American independent dealer base.

Fiscal 2019

Erwin Hymer Group Acquisition

On February 1, 2019, the Company acquired Erwin Hymer Group SE. EHG is headquartered in Bad Waldsee, Germany, and is one of the largest RV manufacturers in Europe, by revenue. The Company acquired EHG in order to expand its operations into the growing European market with a long-standing European industry leader.

At the closing, the Company paid cash consideration of approximately 1.53 billion Euro (approximately $1.76 billion at the exchange rate as of February 1, 2019) and issued 2,256,492 shares of the Company’s common stock to the sellers valued at $144.2 million. The cash consideration was funded through a combination of available cash on hand of approximately $95 million and debt financing consisting of two credit facility agreements, a seven-year, $2.1 billion term loan, with an approximate $1.4 billion U.S. dollar-denominated tranche and an approximate 0.6 billion Euro tranche (approximately $0.7 billion at the exchange rate at February 1, 2019), and $100 million utilized at closing from a five-year, $750 million asset-based credit facility ("ABL"), each as more fully described in Note 12 to the Consolidated Financial Statements. The obligations of the Company under each facility are secured by liens on substantially all of the assets of the Company, and both agreements contain certain customary representations, warranties and covenants of the Company.

Certain costs related to this acquisition incurred during the fiscal year ended July 31, 2019, including the foreign currency forward contract loss and certain bank fees, ticking fees, legal, advisory and other costs, as discussed in Note 2 to the Consolidated Financial Statements, are included in Acquisition-related costs in the Consolidated Statements of Income and Comprehensive Income.

Industry Outlook – North America

The Company monitors industry conditions in the North American RV market using a number of resources including its own performance tracking and modeling. The Company also considers monthly wholesale shipment data as reported by the Recreation Vehicle Industry Association (“RVIA”), which is typically issued on a one-month lag and represents manufacturers’ North American RV production and delivery to dealers. In addition, we monitor monthly North American retail sales trends as reported by Stat Surveys, whose data is typically issued on a month-and-a-half lag. The Company believes that monthly RV retail sales data is important as consumer purchases impact future dealer orders and ultimately our production and net sales.

North American RV independent dealer inventory of our North American products as of July 31, 2021 decreased 8.8% to approximately 58,300 units, compared to approximately 63,900 units as of July 31, 2020. The acquisition of Tiffin Group accounted for approximately 500 of the 58,300 units as of July 31, 2021. North American dealer inventory levels at both July 31, 2021 and 2020 were well below recent historical fiscal year end stocking levels, as dealer inventory levels at July 31, 2019 were approximately 103,400 units, which was reflective of more typical stocking levels.

Dealer inventory levels have continued to decrease materially in relation to current sales levels based on strong retail demand for RVs given the perceived safety of RV travel during the COVID-19 pandemic, a strong desire to socially distance and the reduction in commercial air travel and cruises, as well as an underlying desire by many to get back to nature and relax with family and friends. As of July 31, 2021, North American dealer inventory levels were well below optimal stocking levels, which has led to increased dealer orders and backlog. THOR’s North American RV backlog as of July 31, 2021 increased $9,083,648, or 215.5%, to $13,298,967 compared to $4,215,319 as of July 31, 2020, with Tiffin Group's backlog included in the July 31, 2021 totals accounting for $767,036, or 8.4%, of the $9,083,648 increase.


32


Industry Wholesale Statistics – North America

Key wholesale statistics for the North American RV industry, as reported by RVIA for the periods indicated, are as follows:
 
 U.S. and Canada Wholesale Unit Shipments
 Six Months Ended June 30,Increase%
 20212020(Decrease)Change
North American Towable Units271,119 159,059 112,060 70.5 
North American Motorized Units29,148 17,008 12,140 71.4 
Total300,267 176,067 124,200 70.5 

The changes in wholesale shipments noted above in the towable and motorized units were both impacted by the COVID-19 pandemic. Shipments were significantly limited for both towables and motorized products during the period from March to June 2020, as most RV manufacturers and dealers were shut down for a number of weeks during that time period. Since then, demand for both towable and motorized products has been robust, resulting in strong levels of wholesale shipments in the current year-to-date period.

In September 2021, RVIA issued a revised forecast for calendar year 2021 wholesale unit shipments. Under a most likely scenario, towable and motorized unit shipments are projected to increase to approximately 522,400 and 54,800, respectively, for an annual total of approximately 577,200 units, up 34.1% from the 2020 calendar year wholesale shipments. The most likely forecast for calendar year 2021 could range from a lower estimate of approximately 567,000 total units to an upper estimate of approximately 587,400 units.

As part of their September 2021 forecast, RVIA also released their initial estimates for calendar year 2022 wholesale unit shipments. In the most likely scenario, towable and motorized unit shipments are projected to increase to an approximated annual total of 600,200 units, or 4.0% higher than the most likely scenario for calendar year 2021 wholesale shipments. This calendar year 2022 most likely forecast could range from a lower estimate of approximately 586,300 total units to an upper estimate of approximately 614,100 units.

Industry Retail Statistics – North America

We believe that retail demand is the key to growth in the North American RV industry, and that annual North American RV industry wholesale shipments in calendar year 2021 and calendar 2022 may not follow typical seasonal patterns as dealers respond to ongoing high current consumer demand and then rebuild their inventory to optimal stocking levels.

Key retail statistics for the North American RV industry, as reported by Stat Surveys for the periods indicated, are as follows:

 U.S. and Canada Retail Unit Registrations
 Six Months Ended June 30,Increase%
 20212020(Decrease)Change
North American Towable Units294,843 211,905 82,938 39.1 
North American Motorized Units29,140 22,910 6,230 27.2 
Total323,983 234,815 89,168 38.0 

Note: Data reported by Stat Surveys is based on official state and provincial records. This information is subject to adjustment, is continuously updated and is often impacted by delays in reporting by various states or provinces. The COVID-19 pandemic has resulted in further delays in the submission of information reported by the various states or provinces beginning with calendar year 2020 results, and may also be impacting the completeness of such information.

We believe that North American retail consumer demand has grown in recent periods due to an increasing interest in the RV lifestyle and the ability to connect with nature and has further accelerated since the onset of the COVID-19 pandemic. Many consumers recognize the perceived benefits offered by the RV lifestyle, which provides people with a personal space to maintain social distance in a safe manner, the ability to connect with loved ones and the potential to get away for short, frequent breaks or longer adventures.


33


Company Wholesale Statistics – North America

The Company’s wholesale RV shipments, for the six months ended June 30, 2021 and 2020 to correspond with the industry wholesale periods noted above, were as follows (2021 period includes Tiffin Group shipments):

 U.S. and Canada Wholesale Unit Shipments
 Six Months Ended June 30,Increase%
 20212020(Decrease)Change
North American Towable Units116,558 66,725 49,833 74.7 
North American Motorized Units14,529 6,513 8,016 123.1 
Total131,087 73,238 57,849 79.0 

Company Retail Statistics – North America

Retail statistics of the Company’s RV products, as reported by Stat Surveys, for the six months ended June 30, 2021 and 2020 to correspond with the industry retail periods noted above, were as follows (2021 period includes Tiffin Group registrations):
 
 U.S. and Canada Retail Unit Registrations
 Six Months Ended June 30,Increase%
 20212020(Decrease)Change
North American Towable Units120,722 89,911 30,811 34.3 
North American Motorized Units13,856 8,839 5,017 56.8 
Total134,578 98,750 35,828 36.3 

Note: Data reported by Stat Surveys is based on official state and provincial records. This information is subject to adjustment, is continuously updated, and is often impacted by delays in reporting by various states or provinces. The COVID-19 pandemic has resulted in further delays in the submission of information reported by the various states or provinces beginning with calendar year 2020 results, and may also be impacting the completeness of such information.

North American Outlook

The extent to which the COVID-19 pandemic may continue to impact our business in future periods remains uncertain and unpredictable. Nonetheless, our outlook for future growth in North American retail sales in both the short term and the long term remains optimistic as there are many factors driving the current demand that we believe will continue even after the pandemic officially ends. In the near-term, we believe consumers are likely to continue altering their future vacation and travel plans, opting for fewer vacations via air travel, cruise ships and hotels, and preferring vacations that RVs are uniquely positioned to provide, where they can continue practicing social distancing while also allowing them the ability to explore or unwind, often close to home. Minimal-contact vacation options like road trips and camping may prove ideal for people who want to limit pandemic-related risks involved with close personal interactions. We will, however, need to continue to manage through anticipated supply chain issues noted below, which may limit the level to which we can increase output in the near term.

Longer-term, a positive outlook for the North American RV segment is supported by surveys conducted by THOR, RVIA and others, which show that Americans love the freedom of the outdoors and the enrichment that comes with living an active lifestyle. RVs allow people to be in control of their travel experiences, going where they want, when they want and with the people they want. The RV units we design, produce and sell allow people to spend time outdoors pursuing their favorite activities, creating cherished moments and deeply connecting with family and friends. Based on the increasing value consumers place on these factors, we expect to see long-term growth in the North American RV industry. Longer-term, we also believe retail sales will be dependent upon various economic conditions faced by consumers, such as the rate of unemployment, the level of consumer confidence, the disposable income of consumers, changes in interest rates, credit availability, the health of the housing market, changes in tax rates and fuel availability and prices.


34


Economic and industry-wide factors that have historically, and that we believe will continue to affect our RV business, include the costs of commodities, the availability and cost of critical supply components and labor costs incurred in the production of our products. Material and labor costs are the primary factors determining our cost of products sold, and any future increases in raw material or labor costs would impact our profit margins negatively if we are unable to offset those cost increases through a combination of product decontenting, material sourcing strategies, efficiency improvements or raising the selling prices for our products by corresponding amounts. Historically, we have generally been able to offset net cost increases over time.

Recently, we have been alerted by a number of our North American chassis suppliers that supply constraints of key components that they require for the manufacturing of chassis, particularly semiconductor chips, will limit their production of chassis, and hence, our production and sales of motorized RVs will also be impacted. The North American recreational vehicle industry has, from time to time in the past and during our current fiscal year, experienced shortages of chassis for various other reasons, including component shortages, production delays and work stoppages at the chassis manufacturers. If shortages of chassis were to recur or continue for a prolonged period for any reason, it would have a negative impact on our sales and earnings.

The North American RV industry is also facing continuing cost increases, supply shortages and delivery delays of other, non-chassis, raw material components, which may be further exacerbated by the recent hurricane in the southern United States. While our supply chain has been resilient enough to support us during our fiscal 2021 growth in sales and production, these shortages and constraints have negatively impacted our ability to further ramp up production rates and sales during the current fiscal year and has caused an increase in unfinished units as of July 31, 2021. We believe these shortages and delays may continue to result in production delays or adjusted production rates, which may limit our ability to ramp up production to meet existing demand and could have a negative impact on our results of operations. If shortages of chassis or other component parts were to become more significant or longer term in nature, or if other factors were to impact our suppliers' ability to fully supply our needs for key components, our costs of such components and our production output could be adversely affected. Where possible, we continue to work closely with our suppliers on various supply chain strategies to minimize these constraints, and we continue to identify alternative suppliers. The geographic centrality of the North American RV industry in northern Indiana, where the majority of our facilities and many of our suppliers are located, could exacerbate supply chain and other COVID-19 related risks, should northern Indiana, or any of the other areas in which we, our suppliers or our customers operate, become disproportionately impacted by the pandemic or other factors.

Industry Outlook – Europe

The Company monitors retail trends in the European RV market as reported by the European Caravan Federation (“ECF”), whose industry data is reported to the public quarterly and typically issued on a one-to-two-month lag. Additionally, on a monthly basis the Company receives OEM-specific reports from most of the individual member countries that make up the ECF. As these reports are coming directly from the ECF member countries, timing and content vary, but typically the reports are issued on a one-to-two-month lag as well. While most countries provide OEM-specific information, the United Kingdom, which made up 20.7% and 7.1% of the caravan and motorcaravan (including campervans) European market for the six months ended June 30, 2021, respectively, does not provide OEM-specific information. Industry wholesale shipment data for the European RV market is not available.

Within Europe, over 90% of our sales are made to dealers within 13 different European countries. The market conditions, as well as the operating status of our independent dealers within each country, vary based on the various local economic conditions, the current impact of COVID-19 and the local responses and restrictions in place to manage the pandemic. It is inherently difficult to generalize about the operating conditions within the entire European region. However, independent RV dealer inventory levels of our European products are generally below prior-year levels in the various countries we serve. Within Germany, which accounts for approximately 60% of our European product sales, independent dealer inventory levels are currently below historical norms, with dealers submitting higher levels of orders than typical due to continued high end-consumer demand, as discussed further below.

THOR’s European RV backlog as of July 31, 2021 increased $2,033,124, or 133.2%, to $3,559,097 compared to $1,525,973 as of July 31, 2020, with the increase attributable to a number of causes, including the perceived safety of RV travel during the COVID-19 pandemic, a strong desire to socially distance, the reduction in commercial air travel and cruises, an increase in various marketing campaigns to promote sales, and the lower levels of independent European RV dealer inventory levels noted above, which has led to increased dealer orders and backlog.

35


Industry Retail Statistics – Europe

Key retail statistics for the European RV industry, as reported by the ECF for the periods indicated, are as follows:
 
 European Unit Registrations
 
Motorcaravan and Campervan (2)
Caravan
 Six Months Ended June 30,%
Change
Six Months Ended June 30,%
Change
 2021202020212020
OEM Reporting Countries (1)
97,597 73,319 33.1 34,669 31,044 11.7 
Non-OEM Reporting Countries (1)
9,956 5,317 87.2 10,878 6,873 58.3 
Total107,553 78,636 36.8 45,547 37,917 20.1 
(1)Industry retail registration statistics have been compiled from individual countries reporting of retail sales, and include the following countries: Germany, France, Sweden, Netherlands, Norway, Italy, Spain and others, collectively the “OEM Reporting Countries.” The “Non-OEM Reporting Countries” are primarily the United Kingdom and others. Note: the decrease in the "Non-OEM Reporting Countries" is primarily related to the United Kingdom, as a result of both BREXIT and extended shutdowns as a result of the COVID-19 pandemic. Total European unit registrations are reported quarterly by ECF.
(2)The ECF reports motorcaravans and campervans together.
Note: Data from the ECF is subject to adjustment, is continuously updated, and is often impacted by delays in reporting by various countries. (The "Non-OEM Reporting Countries" either do not report OEM-specific data to ECF or do not have it available for the entire time period covered).

Company Retail Statistics – Europe
 
 
European Unit Registrations (1)
 Six Months Ended June 30,Increase%
 20212020(Decrease)Change
Motorcaravan and Campervan23,866 19,434 4,432 22.8 
Caravan6,055 6,395 (340)(5.3)
Total OEM-Reporting Countries29,921 25,829 4,092 15.8 
(1)Company retail registration statistics have been compiled from individual countries reporting of retail sales, and include the following countries: Germany, France, Sweden, Netherlands, Norway, Italy, Spain and others, collectively the “OEM Reporting Countries.”

Note: Data from the ECF is subject to adjustments, is continuously updated, and is often impacted by delays in reporting by various countries.

European Outlook

Our European operations offer a full lineup of leisure vehicles including caravans, urban campers, campervans and small-to-large motorcaravans. Our product offering is not limited to vehicles only but also includes accessories and services, including vehicle rentals. In addition, we address our European end customers through a sophisticated brand management approach based on consumer segmentation according to target group, core values and emotions. With the help of data-based and digital marketing, we intend to expand our customer reach, in particular, to new and younger consumer segments.

The extent to which the COVID-19 pandemic may impact our business in future periods remains uncertain and unpredictable. Our outlook for future growth in European RV retail sales depends upon various economic conditions in the respective countries in which we sell, and also depends on our ability to manage through supply chain issues that could limit the level to which we can increase output. End-customer demand for RVs depends strongly on consumer confidence. Factors such as the rate of unemployment, private consumption and investments, growth in disposable income of consumers, changes in interest rates, the health of the housing market, changes in tax rates, environmental surcharges and related regulations, and, most recently, travel safety considerations all influence retail sales. We believe our long-term outlook for future growth in retail sales remains positive as more and more people discover RVs as a way to support their lifestyle in search of independence and individuality, as well as using the RV as a multi-purpose vehicle to escape urban life and explore outdoor activities and nature.


36


Historically, we and our independent European dealers have marketed our European recreational vehicles through numerous RV fairs at the country and regional levels which occur throughout the calendar year. These fairs have historically been well-attended events that allow retail consumers the ability to see the newest products, features and designs and to talk with product experts in addition to being able to purchase or order an RV. The protection of the health of our employees, customers and dealer-partners is our top priority. As a result, we have cancelled our participation in most European trade fairs and major events through calendar 2021.

In place of the trade fairs, we have and will continue to strengthen and expand our digital activities in order to reach high potential target groups, generate leads and steer customers directly to dealerships. With over 1,000 active dealer-partners in Germany and throughout Europe, we believe our European brands have one of the strongest and most professionally structured dealer and service networks.

Economic or industry-wide factors affecting our European RV business include the costs of commodities and the labor used in the manufacture of our products. Material and labor costs are the primary factors determining our cost of products sold and any future increases in these costs would impact our profit margins negatively if we were unable to offset those cost increases through a combination of product decontenting, material sourcing strategies, efficiency improvements or raising the selling prices for our products by corresponding amounts.

Recently, we have been alerted by a number of our European chassis suppliers that supply constraints of key components that they require for the manufacturing of chassis, including, but not limited to, semiconductor chips, will limit their production of chassis. During fiscal 2021, we have experienced delays in the receipt of chassis from our European chassis suppliers, limiting our ability to further increase production. We expect these challenges to persist and, in particular, anticipate continued delays in receipt of chassis in Europe. As a result, limitations in the availability of chassis will limit our ability to consistently maintain our previous production levels and will also limit our ability to ramp up production of certain products despite dealer demand for those products.

In Europe, we continue to experience cost increases, supply shortages and delivery delays of other, non-chassis, raw material components which negatively impacted our ability to further ramp up production and sales in the current fiscal year and has caused an increase in unfinished units as of July 31, 2021. We believe these shortages and delays may continue to result in production delays or adjusted production rates, which may limit our ability to ramp up production to meet existing demand and could have a negative impact on our sales and operating results.

Where possible, to minimize the impact of these supply chain constraints, we have identified a second-source supplier base for most component parts. However, due to engineering requirements, it is generally not possible to quickly change the chassis our various units are built upon.

If shortages of chassis or other component parts were to become more significant or longer term in nature, or if other factors were to impact our suppliers' ability to fully supply our needs for key components, our costs of such components and our production output could be adversely affected. In addition, if the impact of COVID-19 on our vendors increases or is prolonged, the availability of key components, including chassis, will have a further negative impact on our production output during fiscal 2022. Uncertainties related to changing emission standards, such as the Euro 6d standard which became effective as of January 2020 for new models and became effective for certain vehicles starting January 2021 and other vehicles starting January 2022, may also impact the availability of chassis used in our production of certain European motorized RVs and could also impact consumer buying patterns.

In addition to material supply constraints, labor shortages may also impact our European operations. Currently, a number of the employees of our production facilities in Europe reside in one country while working in another and therefore travel restrictions imposed by certain countries within Europe may negatively impact the availability of our labor force and therefore our production output.
37


FISCAL 2021 VS. FISCAL 2020
FISCAL 2021
FISCAL 2020
Change
Amount
%
Change
NET SALES:
Recreational vehicles
North American Towables$6,221,928 $4,140,482 $2,081,446 50.3 
North American Motorized2,669,391 1,390,098 1,279,293 92.0 
Total North America8,891,319 5,530,580 3,360,739 60.8 
European3,200,079 2,485,391 714,688 28.8 
Total recreational vehicles12,091,398 8,015,971 4,075,427 50.8 
Other373,174 234,481 138,693 59.1 
Intercompany eliminations(147,192)(82,519)(64,673)(78.4)
Total$12,317,380 $8,167,933 $4,149,447 50.8 
# OF UNITS:
Recreational vehicles
North American Towables214,600 150,182 64,418 42.9 
North American Motorized25,008 15,088 9,920 65.7 
Total North America239,608 165,270 74,338 45.0 
European64,875 54,506 10,369 19.0 
Total304,483 219,776 84,707 38.5 
% of
Segment
Net Sales
% of
Segment
Net Sales
GROSS PROFIT:
Recreational vehicles
North American Towables$1,020,908 16.4 $619,892 15.0 $401,016 64.7 
North American Motorized345,755 13.0 149,995 10.8 195,760 130.5 
Total North America1,366,663 15.4 769,887 13.9 596,776 77.5 
European440,855 13.8 304,388 12.2 136,467 44.8 
Total recreational vehicles1,807,518 14.9 1,074,275 13.4 733,243 68.3 
Other, net87,455 23.4 43,932 18.7 43,523 99.1 
Total$1,894,973 15.4 $1,118,207 13.7 $776,766 69.5 
SELLING, GENERAL AND ADMINISTRATIVE EXPENSES:
Recreational vehicles
North American Towables$330,138 5.3 $238,656 5.8 $91,482 38.3 
North American Motorized134,315 5.0 72,720 5.2 61,595 84.7 
Total North America464,453 5.2 311,376 5.6 153,077 49.2 
European261,778 8.2 239,635 9.6 22,143 9.2 
Total recreational vehicles726,231 6.0 551,011 6.9 175,220 31.8 
Other26,113 7.0 11,914 5.1 14,199 119.2 
Corporate117,572 — 71,194 — 46,378 65.1 
Total$869,916 7.1 $634,119 7.8 $235,797 37.2 
38


FISCAL 2021
% of
Segment
Net Sales
FISCAL 2020
% of
Segment
Net Sales
Change
Amount
%
Change
INCOME (LOSS) BEFORE INCOME TAXES:
Recreational vehicles
North American Towables$658,964 10.6 $336,207 8.1 $322,757 96.0 
North American Motorized202,057 7.6 71,943 5.2 130,114 180.9 
Total North America861,021 9.7 408,150 7.4 452,871 111.0 
European116,576 3.6 9,850 0.4 106,726 1,083.5 
Total recreational vehicles977,597 8.1 418,000 5.2 559,597 133.9 
Other, net57,674 15.5 27,751 11.8 29,923 107.8 
Corporate(190,690)— (172,855)— (17,835)(10.3)
Total$844,581 6.9 $272,896 3.3 $571,685 209.5 
As of
July 31, 2021
As of
July 31, 2020
Change
Amount
%
Change
ORDER BACKLOG:
Recreational vehicles
North American Towables$9,284,229 $2,763,678 $6,520,551 235.9 
North American Motorized4,014,738 1,451,641 2,563,097 176.6 
Total North America13,298,967 4,215,319 9,083,648 215.5 
European3,559,097 1,525,973 2,033,124 133.2 
Total$16,858,064 $5,741,292 $11,116,772 193.6 

CONSOLIDATED

Consolidated net sales for fiscal 2021 increased $4,149,447, or 50.8%, compared to fiscal 2020. The increase in consolidated net sales is due to both the continuing increase in current consumer demand and the negative impact the start of the COVID-19 pandemic had on net sales during the latter half of the prior fiscal year. The addition of the Tiffin Group, acquired on December 18, 2020, accounted for $421,438 of the $4,149,447 increase in net sales, or 5.2% of the 50.8% increase. Approximately 26.0% of the Company's net sales for fiscal 2021 were transacted in a currency other than the U.S. dollar. The Company's most material exchange rate exposure is sales in Euros. Of the $4,149,447, or 50.8% increase in consolidated net sales, $234,968, or 5.7% of the 50.8% increase, reflects the impact of the change in currency exchange rates between the two periods. To determine this information, net sales transacted in currencies other than U.S. dollars have been translated to U.S. dollars using the average exchange rates that were in effect during the comparative period.

Consolidated gross profit for fiscal 2021 increased $776,766, or 69.5%, compared to fiscal 2020. Consolidated gross profit was 15.4% of consolidated net sales for fiscal 2021 and 13.7% for fiscal 2020. The increases in consolidated gross profit and the consolidated gross profit percentage were both primarily due to the impact of the increase in net sales in the current-year period compared to the prior-year period and gross margin percentage improvements noted below.

Selling, general and administrative expenses for fiscal 2021 increased $235,797, or 37.2%, compared to fiscal 2020, primarily due to the 50.8% increase in net sales.

Amortization of intangible assets expense for fiscal 2021 increased $19,949 compared to fiscal 2020, primarily due to higher dealer network amortization in the European segment as compared to the prior-year period and additional amortization of $6,656 due to the acquisition of the Tiffin Group as discussed in Note 2 to the Consolidated Financial Statements.

Corporate costs included in selling, general and administrative expenses increased $46,378 to $117,572 for fiscal 2021 compared to $71,194 for fiscal 2020, an increase of 65.1%. This increase is primarily related to increased compensation costs, including an increase in incentive compensation of $13,262 due to the increase in income before income taxes compared to the prior-year period. Deferred compensation expense also increased $11,829, which was effectively offset by the increase in other income related to the deferred compensation plan assets as noted below, and stock-based compensation also increased $10,625. Costs related to workers' compensation and product liability reserves recorded at Corporate increased by a total of $4,116, primarily due to favorable adjustments in the prior-year period.
39


Corporate interest and other income and expense was $73,118 of net expense for fiscal 2021 compared to $101,661 of net expense for fiscal 2020. This decrease in net expense of $28,543 included a decrease in interest expense and fees on the debt facilities of $12,061 due primarily to the reduction in the outstanding debt balances and reduced interest rates compared to the prior-year period. In addition, the change in the fair value of the Company’s deferred compensation plan assets due to market fluctuations and investment income resulted in a net increase in other income of $11,755 compared to the prior-year period. The prior-year total also included losses of $6,884 related to the Company's former equity investment as discussed in Note 2 to the Condensed Consolidated Financial Statements.

Income before income taxes for fiscal 2021 was $844,581, as compared to $272,896 for fiscal 2020, an increase of $571,685, or 209.5%, primarily driven by the increase in net sales and gross margin and selling, general and administrative expense percentage improvements noted below.

The overall annual effective income tax rate for fiscal 2021 was 21.8% on $844,581 of income before income taxes, compared with 18.9% on $272,896 of income before income taxes for fiscal 2020. The primary reason for the increase relates to the jurisdictional mix of pretax income between foreign and domestic between the comparable periods.

SEGMENT REPORTING

North American Towable Recreational Vehicles

Analysis of Change in Net Sales for Fiscal 2021 vs. Fiscal 2020
Fiscal 2021
% of
Segment
Net Sales
Fiscal 2020
% of
Segment
Net Sales
Change
Amount
%
Change
NET SALES:
North American Towables
Travel Trailers$3,791,235 60.9 $2,449,239 59.2 $1,341,996 54.8 
Fifth Wheels2,430,693 39.1 1,691,243 40.8 739,450 43.7 
Total North American Towables$6,221,928 100.0 $4,140,482 100.0 $2,081,446 50.3 
Fiscal 2021
% of
Segment
Shipments
Fiscal 2020
% of
Segment
Shipments
Change
Amount
%
Change
# OF UNITS:
North American Towables
Travel Trailers167,309 78.0 114,486 76.2 52,823 46.1 
Fifth Wheels47,291 22.0 35,696 23.8 11,595 32.5 
Total North American Towables214,600 100.0 150,182 100.0 64,418 42.9 
 
IMPACT OF CHANGE IN PRODUCT MIX AND PRICE ON NET SALES:%
Change
North American Towables
Travel Trailers8.7 
Fifth Wheels11.2 
Total North American Towables7.4 

The increase in total North American towables net sales of 50.3% compared to the prior fiscal year resulted from a 42.9% increase in unit shipments and a 7.4% increase in the overall net price per unit due to the impact of changes in product mix and price. According to statistics published by RVIA, for the twelve months ended July 31, 2021, combined travel trailer and fifth wheel wholesale unit shipments increased 47.8% compared to the same period last year. According to statistics published by Stat Surveys, for the twelve-month periods ended June 30, 2021 and 2020, our market share for travel trailers and fifth wheels combined was 41.8% and 44.0%, respectively.

The increases in the overall net price per unit within the travel trailer product line of 8.7% and the fifth wheel product line of 11.2% were primarily due to the impacts of both selective net selling price increases, primarily to offset increasing material costs, and product mix changes compared to the prior-year period.
40


Cost of products sold increased $1,680,430 to $5,201,020, or 83.6% of North American towables net sales, for fiscal 2021 compared to $3,520,590 or 85.0% of North American towables net sales, for fiscal 2020. The changes in material, labor, freight-out and warranty costs comprised $1,599,973 of the $1,680,430 increase in cost of products sold. Material, labor, freight-out and warranty costs as a combined percentage of North American towables net sales decreased to 77.7% for fiscal 2021 compared to 78.1% for fiscal 2020, primarily as a result of improvements in the material and warranty cost percentages, partially offset by an increase in the labor cost percentage. The improvement in the material cost percentage is primarily due to a reduction in sales discounts since the prior-year period, which effectively increases net selling prices and correspondingly decreases the material cost percentage, partially offset by recently increasing material costs. The warranty cost percentage is lower due to favorable experience trends, while the labor cost percentage increase is due to the current competitive RV labor market conditions in northern Indiana compared to the prior-year period. Total manufacturing overhead increased $80,457 with the increase in sales, but decreased as a percentage of North American towables net sales from 6.9% to 5.9%, as the increased sales resulted in lower overhead costs per unit sold.

Variable costs in manufacturing overhead increased $79,171 to $332,049, or 5.3% of North American towables net sales, for fiscal 2021 compared to $252,878, or 6.1% of North American towables net sales, for fiscal 2020 as a result of the increase in net sales. Fixed costs in manufacturing overhead, which consist primarily of facility costs, property taxes and depreciation, increased $1,286 to $36,057 in fiscal 2021 from $34,771 in fiscal 2020.

North American towables gross profit increased $401,016 to $1,020,908, or 16.4% of North American towables net sales, for fiscal 2021 compared to $619,892, or 15.0% of North American towables net sales, for fiscal 2020. The increase in the gross profit was driven by the increase in net sales, and the increase in the gross profit percentage is due to the decrease in the cost of products sold percentage noted above.

Selling, general and administrative expenses were $330,138, or 5.3% of North American towables net sales, for fiscal 2021 compared to $238,656, or 5.8% of North American towables net sales, for fiscal 2020. The primary reason for the $91,482 increase was the impact of the increase in North American towables net sales and income before income taxes, which caused related commissions, incentive and other compensation to increase by $95,734. This increase was partially offset by the decrease in sales-related travel, advertising and promotional costs of $5,374, primarily due to the cancellation of the major North American RV shows, along with travel restrictions, in the current-year period due to the ongoing COVID-19 pandemic. The decrease in the overall selling, general and administrative expense as a percentage of North American towable net sales is primarily due to the reductions in sales-related travel, advertising and promotion costs as a percentage of net sales in tandem with the increase in net sales.

North American towables income before income taxes was $658,964, or 10.6% of North American towables net sales, for fiscal 2021 compared to $336,207, or 8.1% of North American towables net sales, for fiscal 2020. The primary reason for the increase in North American towables income before income taxes was the increase in North American towables net sales, and the primary reasons for the increase in percentage were the decreases in the cost of products sold and selling, general and administrative expense percentages noted above, and a 0.5% increase due to the combination of a lower amortization expense percentage this year and the impairment charges in the prior-year period as discussed in Note 7 to the Condensed Consolidated Financial Statements.


41


North American Motorized Recreational Vehicles
Analysis of Change in Net Sales for Fiscal 2021 vs. Fiscal 2020
Fiscal 2021
% of
Segment
Net Sales
Fiscal 2020
% of
Segment
Net Sales
Change
Amount
%
Change
NET SALES:
North American Motorized
Class A$1,052,982 39.4 $495,520 35.6 $557,462 112.5 
Class C1,266,624 47.4 776,191 55.8 490,433 63.2 
Class B349,785 13.2 118,387 8.6 231,398 195.5 
Total North American Motorized$2,669,391 100.0 $1,390,098 100.0 $1,279,293 92.0 
Fiscal 2021
% of
Segment
Shipments
Fiscal 2020
% of
Segment
Shipments
Change
Amount
%
Change
# OF UNITS:
North American Motorized
Class A6,717 26.9 3,946 26.2 2,771 70.2 
Class C14,828 59.3 10,143 67.2 4,685 46.2 
Class B3,463 13.8 999 6.6 2,464 246.6 
Total North American Motorized25,008 100.0 15,088 100.0 9,920 65.7 
IMPACT OF CHANGE IN PRODUCT MIX AND PRICE ON NET SALES:%
Change
North American Motorized
Class A42.3 
Class C17.0 
Class B(51.1)
Total North American Motorized26.3 

The increase in total motorized net sales of 92.0% compared to the prior fiscal year resulted from a 65.7% increase in unit shipments and a 26.3% increase in the overall net price per unit due to the impact of changes in product mix and price. The addition of the Tiffin Group, acquired on December 18, 2020, accounted for $373,042 of the $1,279,293 increase, or 26.8% of the 92.0% increase. According to statistics published by RVIA, for the twelve months ended July 31, 2021, combined motorhome wholesale unit shipments increased 36.2% compared to the same period last year. According to statistics published by Stat Surveys, for the twelve-month periods ended June 30, 2021 and 2020, our market share for motorhomes was 43.1% and 38.1%, respectively.

The increases in the overall net prices per unit within the Class A of 42.3% and the Class C product line of 17.0% during fiscal 2021 were both impacted by the addition of the higher-priced Tiffin Group product lines and selective net price increases to partially offset increased material costs. The Tiffin Group Class A product lines are primarily higher-priced diesel units as opposed to more moderately-priced gas units. The decrease in the overall net price per unit within the Class B product line of 51.1% is primarily due to product mix changes as a result of a much higher concentration of sales of lower-priced Class B products in the current-year period, including increased sales of previously existing lower-priced models and the introduction of several new lower-priced models, as compared to fiscal 2020.


42


Cost of products sold increased $1,083,533 to $2,323,636, or 87.0% of motorized net sales, for fiscal 2021 compared to $1,240,103, or 89.2% of motorized net sales, for fiscal 2020. The changes in material, labor, freight-out and warranty costs comprised $1,021,576 of the $1,083,533 increase due to the increased sales volume. Material, labor, freight-out and warranty costs as a combined percentage of motorized net sales was 81.9% for fiscal 2021 compared to 83.9% for fiscal 2020, with the decrease in percentage primarily due to decreases in both the material and warranty cost percentages, partially offset by an increase in the labor cost percentage. The improvement in the material cost percentage is primarily due to a reduction in sales discounts since the prior-year period, which effectively increases net selling prices and correspondingly