Towing 2019: What’s To Know?
Published: Monday, January 28, 2019
By: John Tiger
Vehicle manufacturers are showing interest in improving towing performance, which generally takes a backseat to lowering cost and improving fuel mileage when the economy’s in the dumper. With a booming economy and boat sales at a strong pace, it’s a good time to take a sharp look at what’s new in towing for 2019; factory tow packages, aftermarket equipment, and even towing performance measurements.
Factory Tow Packages
Industry insiders call them “OE” (Original Equipment) towing packages. A factory tow package is the easiest and least aggravating way to equip a vehicle to tow; all the components are there, factory-installed, and the vehicle is ready to tow when it’s driven off the lot.
Factory packages are not perfect; the manufacturer makes a judgment call on what most will want to tow with the vehicle and they choose a hitch and wiring package accordingly. An advantage to the factory package is that it’s designed, engineered, and tested with the vehicle; it’s not an afterthought. The main advantage with factory towing package options (typically with full-size trucks, but also on many SUVs) is that the factory package includes much more than the hitch and trailer wiring connector. Check the option sheet carefully; the tow package option may include components that can’t be obtained buying aftermarket. For example, Jeep’s Grand Cherokee “Trailer Tow Group” package choices include a Class III receiver hitch and 7-way wiring connector while selecting the heavier-duty “Trailer Tow Group IV” adds a lower axle ratio more suited for heavier loads, a heavier-duty alternator to keep the battery charged, a trailer sway control feature, a heavy-duty engine cooling system, and load-leveling rear suspension. All these features, which certainly work together to help this particular Jeep tow heavier loads more safely, can’t be attained by opting out of the trailer tow package and having a hitch installed later.
Years ago, the factory hitch option was not viable if a heavier-duty hitch was needed. That’s no longer the case; on larger pickups, the towing options include receivers rated well over 10,000 pounds, just like the heavy-duty aftermarket receivers. Even specialty hitches, such as heavy-duty 5th wheel and gooseneck setups, are available on some Ford Super Duty pickups.
Factory tow packages are widely available on pickups, SUVs, and crossovers from all domestic and import manufacturers. However, towing with a passenger car requires an aftermarket hitch and wiring harness; vehicle manufacturers stopped equipping passenger cars with factory tow packages many years ago. Though most still have tow ratings specified in their owners’ manuals, passenger cars have been severely downgraded in maximum towing capacities since the late 1990s. Where towing is concerned, the factories have moved consumers toward SUVs and trucks. Today, most passenger cars are rated to tow no more than 2000 pounds (a Class I rating), which equates to no more than a lightweight boat or a pair of jet skis.
It’s important to read the hitch rating labels carefully. Tongue weight is usually 10% of the total gross weight allowable. Know the difference between weight carrying capacity (the hitch’s rated load using only a ball mount) and weight distribution capacity (the hitch’s rating when using weight-distribution spring bars, chains, and sway control). Weight carrying capacity is usually much lower than weight distribution capacity. The great majority of boat trailers do not use weight distribution bars and sway controls, due to the difficulty in making these kits work properly with the surge brake systems typically installed on boat trailers.
The bottom line on factory tow packages? Do the homework and examine the components, but, in general, the best way to order a new tow vehicle is to check the tow package option box on the order form. If you’re buying off the lot and you intend to tow, lean heavily toward the tow package equipped models.
New for 2019?
Factories continue to try to make towing easier and safer for consumers. Some models (including Tesla’s Model X, the only electric SUV - also rated to tow 5000 pounds!) feature integrated trailer sway control (activated during braking) to help make towing smoother and safer by reducing potentially dangerous trailer sway. This innovative feature was first made available on selected Chrysler minivans a few years ago. Expect it to become more commonplace in the years to come.
Electric trailer brakes (standard fare on RV trailers, horse trailers, and equipment trailers) require an electronic brake control mounted under the dashboard. Long an aftermarket-only product, integrated in-dash electronic trailer brake controls are now available as a towing-package option on all the larger full-size trucks. This is an unnecessary feature when towing boat trailers, as most boat trailers use hydraulic surge brakes, not electric brakes.
BMW and Mercedes offer standard 2x2 square receivers on their SUV models, with a twist. Theirs are only compatible with their own ball mounts, available only at their dealers. This is to reduce the chance a consumer could use a ball mount not up to their specifications.
More consumers are requesting hitches completely hidden from view when not in use, so the aesthetics of the rear bumper are not interrupted by a standard receiver (that will soon become rusty). Manufacturers are responding; many SUVs such as Cadillac’s XT4 and XT5, Chevy’s Traverse, and Jeep’s Grand Cherokee come equipped with a removable plastic bumper cover that hides the hitch when not in use.
New Rules-New Standards?
Recently, towing got a more in-depth look by the SAE (Society of Automotive Engineers). They developed a new standard, code-named J2807, that basically tightens the standards for rating a vehicle’s GCWR (Gross Combined Weight Rating), which includes trailer towing. In theory, this should make towing safer for consumers, because the tightened standards will likely be more accurate for most tow vehicles, and lower their tow ratings somewhat.
This new standard (SAE J2807) is not a requirement; it’s a guideline at this point, so not all manufacturers will follow it at the same time. For example, Nissan is rating all new vehicles to J2807, but is not going back to “re-certify” existing models. Honda’s vehicles that are rated to tow 3500 lbs. and higher have adhered to the J2807 standard since 2011. Toyota’s tow vehicles were already re-rated to reflect adherence to J2807 standards, and this resulted in the lowering of some of their tow ratings in 2011. Ford, Ram, and GM have all elected to hold off, citing potential consumer confusion with re-rated tow capacities.
Expect all manufacturers to adhere to this new standard over the next few years; this will make comparisons between brands easier and more consistent, and tow ratings more realistic and accurate.
Tow Vehicles For Rated Loads
Most crossover vehicles and smaller SUVs are not rated to tow over 3500 pounds GTW. Boats checking in at 5000 lbs. GTW (Gross Trailer Weight) or less are handled by most midsize and larger SUVs and lighter duty pickups. Examples include Chevy’s Tahoe and Traverse, Ford’s Explorer, Jeep’s Grand Cherokee, Toyota’s Highlander and 4Runner, and Honda’s Ridgeline.
For towing loads over 5000 lbs., a heavy-duty large SUV such as a Ford Expedition, a Chevy Suburban or Tahoe, Cadillac Escalade, or any of the larger pickups will do. A select few standard-sized SUVs, such as Jeep’s Grand Cherokee, can tow up to 7400 lbs. GTW. Anything larger than 10,000 lbs. GTW will require a 3/4-ton pickup such as a Ford Super Duty, Dodge Ram 2500, or Chevy Silverado 2500 or larger.
A Seat For Every Butt
The good news is that whatever the towing requirement, there’s a vehicle available to fill it. Buyers of 2019 vehicles have plenty to be pleased with; in addition, though fuel mileage won’t be great with any SUV or truck, they’re better than ever and significantly thriftier than their predecessors of even a few years ago.
This article first appeared in the Winter Issue (Jan/Feb) 2019 of Great Lakes Scuttlebutt magazine.
tags: Hauling
