Lazydays

Lazydays

Horton founded Lazydays in 1976 on a strip of land east of Tampa, scaling it into an anchor destination for the North American RV market. The firm went public via a SPAC merger with Andina Acquisition Corp III in 2018, trading on Nasdaq under the ticker LAZY. Its original and flagship location in Seffner, Florida remains an outlier in recreational vehicle retail — a purpose-built campus with a full-service restaurant, dog park, and service bays that function at the scale of a commercial truck center. The company sells, finances, insures, and services travel trailers, motorhomes, and fifth wheels from manufacturers including Thor Industries, Forest River, and Winnebago. Its inventory mix runs from entry-level towables to Class A diesel pushers priced above $500,000. Beyond the Seffner supercenter, Lazydays operates dealerships in Tennessee, Colorado, Minnesota, Arizona, and Texas, targeting high-growth RV registration markets. The post-pandemic RV demand cycle reshaped its inventory posture — the firm reported carrying $340 million in new and used units on its balance sheet during the 2023 normalization period (per SEC filing, 2023). Lazydays disclosed a total workforce of approximately 1,200 employees in its most recent 10-K. The company appointed Robert DeVincenzi as interim CEO in September 2024 following the departure of John North, a shift that came amid a broader industry margin compression as elevated interest rates dampened unit financing volumes. Its adjacent revenue lines include an RV rental fleet and a branded campground that generates repeat service traffic — converting transient visitors into long-term buyers. The company has not disclosed ties to any affiliated family office or separate investment vehicle. Structurally, Lazydays differs from most RV retailers because it operates as a destination business rather than a distributed dealer network. Its Seffner campus functions like a vertical stack: the service center, collision repair facility, parts warehouse, and campground all feed into the core vehicle transaction. The model depends on geographic draw rather than local density — a structural bet that customer travel for a large-ticket purchase produces better conversion economics than saturating a metro area with multiple smaller lots.