Electric vs Gas Trucks: Towing Capacity Compared

I’ve towed many things like boats and campers all over the United States. The debate between electric and gas trucks is real. It’s about how well they tow, stop, and handle the road.

The Ford F-150 Lightning can tow up to 10,000 pounds with a special package. Tests show its range drops a lot with big trailers. The Rivian R1T can tow 11,000 pounds, and the Tesla Cybertruck can too.

The GMC Hummer EV can tow 7,500 to 8,500 pounds, depending on how it’s set up.

Gas trucks can tow even more. A Ram 1500 can tow up to 12,750 pounds. The Chevrolet Silverado 1500 can tow up to 13,300 pounds. The Ford F-150 can tow almost 14,000 pounds in some cases.

But towing is more than just numbers. Electric trucks offer instant power and smooth control. Gas trucks are fast to refuel and can travel far without stopping. Next, we’ll look at how torque, gearing, and aerodynamics affect towing. This will help you choose the right truck for your needs.

What I Learned the First Time I Hitched a Trailer to an Electric Pickup

I pulled up to a 6,500‑pound trailer with a Rivian R1T. I felt ready, thanks to my gas-truck experience. But the EV towing was different, with instant torque and sharp feedback.

The surprise factor: instant torque meets real-world weight

Electric motors have peak twist at 0 rpm. This made hill starts easy, even with a heavy load. The R1T’s controls kept the trailer steady, unlike a gas truck.

Power is simple, but balance is hard. I learned to set up the trailer right. This included tongue weight, tire pressures, and stable settings.

How range anxiety changes your towing game

Driving a Ford F‑150 Lightning at 65–70 mph cut my range in half. Range anxiety made me think about charging. Some chargers are easy to reach, others are not.

I started to drive by energy, not time. Slower speeds and steady throttle helped. The battery is honest, and airflow around a trailer is expensive.

Why setup, terrain, and weather matter more than you think

Small choices add up. A precise trailer setup keeps sway down and regen predictable. On long grades, terrain and weather can change consumption fast.

Planning around terrain and weather is key with an EV. Calm days and modest speeds help. But crosswinds and high elevation can be tough.

How Towing Actually Works: Torque, Gearing, and Aerodynamics

Good tow performance needs power, smart gearing, and air flow. It’s like towing capacity physics you feel at the hitch. The truck must pull, the transmission must multiply force, and the aerodynamics trailer must cut air without losing energy.

Torque curves: electric plateaus vs gas peaks

Electric pickups like the Rivian R1T and Ford F-150 Lightning have a flat torque curve towing. They pull steadily without needing to rev up. This means smooth starts on hills and less surprise when the wind hits.

Gas engines like Ford’s 3.5L EcoBoost, GM’s 6.2L V8, and Ram’s 5.7L Hemi have peak twist higher in the rev range. They need the gearbox to keep the power band. Both ways work, but feel different under a heavy trailer.

Transmission and gear ratios under load

Modern 8–10‑speed automatics spread out the gear ratios. This keeps the engine in its sweet spot. Tow/haul modes adjust shifts and lock the converter to cool down and prevent brake fade on long descents.

Most EVs use a single‑speed reduction gear and rely on instant motor torque. This simplicity is great at low speeds. But, thermal limits can cut output on long climbs if cooling fails. Keeping cool is key in real‑world towing capacity physics.

Drag, frontal area, and tongue weight explained simply

Air drag goes up with the square of speed. A tall enclosed trailer with big frontal area can double energy use. At highway speed, shape is more important than mass; a smooth nose makes pulling easier.

Set tongue weight to about 10–15% of trailer weight and keep it within payload. Proper balance reduces sway and sharpens steering. Heavier rigs add rolling resistance, but at speed, aerodynamics trailer and frontal area are more important.

EPA Ratings vs Reality When You’re Pulling a Load

EPA ratings are made with no trailer and at slow speeds. But, add a trailer and everything changes. Drag goes up, weight increases, and fuel use drops.

Tests by TFLtruck, Car and Driver, and MotorTrend show big drops. A gas truck’s MPG can fall from 20 to 8–12 with a trailer. EVs see a 30–60% drop in range, mainly with tall trailers or at high speeds.

SAE J2807 guides makers on tow ratings for speed, hills, cooling, and brakes. But, it doesn’t cover fuel use or range. So, EPA ratings and EV range vary a lot, based on speed, terrain, and trailer shape.

Tip: First, test your vehicle without a trailer. Then, drive the same route with a trailer at 60–65 mph. You’ll see how MPG and range change with wind and hills.

Speed and shape really matter. SAE J2807 ensures you can tow. But, expect fuel use to change a lot, depending on the day.

Towing Capacity Comparision Guide

Don’t just look at big tow ratings. Make sure the truck fits the trailer you’ll pull. Check the door-jamb labels for GVWR and GCWR. Use a certified scale to weigh your rig.

This helps you stay within payload limits and follow safe towing practices.

Manufacturer ratings: GVWR, GCWR, payload, and tongue weight

GVWR is the max weight your truck can have with people, cargo, fuel, and hitch load. GCWR is for the truck and trailer together. Payload is what’s left after subtracting curb weight from GVWR.

It must cover passengers, bed gear, and the tongue. Conventional trailers put 10–15% of their weight on the hitch. Fifth-wheels often put 15–25%.

This hitch load counts against payload limits. Trucks like Ford, Chevrolet, Ram, or Toyota can have features that cut payload. Even if tow ratings look huge.

What the numbers do (and don’t) tell you

A truck rated to tow 12,000 pounds can hit a payload wall first. An 8,000-pound camper adds about 960 pounds of tongue load. Add two adults, a toolbox, and a generator, and you may exceed GVWR.

Scale tickets from places like CAT Scales confirm front and rear axle loads. They also check tire capacity and balance. The spec sheet won’t show how crosswinds, altitude, heat, or grades affect control and cooling.

So, build margin beyond the printed numbers and follow safe towing practices.

Legal vs safe limits on American roads

Axle and tire ratings (GAWR) are enforceable. Many states require trailer brakes above about 3,000 pounds. Some corridors, like parts of California, have 55 mph limits for vehicles towing.

If your combined weight hits 26,001 pounds or more, many states require CDL-level rules. Legal towing limits are the floor, not the goal. Staying under GVWR, GCWR, and tongue weight limits keeps braking, steering, and transmission temps safe.

Plan routes, watch weather, and keep speed in check. This aligns the law with safe towing practices.

Electric Trucks: Strengths and Tradeoffs for Heavy Hauls

Electric pickups are great for heavy loads and steep hills. They have special controls for towing. Brands like Rivian and Ford make towing smooth and easy.

Instant torque off the line and hill starts

Press the gas and the truck moves fast. The Rivian R1T and Ford F-150 Lightning start well with a trailer. They have special systems to help with towing.

Starting up steep ramps is easier with electric trucks. They have special controls to help. This makes towing easier and safer.

Thermal management and power delivery on long grades

Going up long hills is tough. Electric trucks need to stay cool to keep going. On long hills, they might slow down to stay safe.

Starting slow helps save energy. This way, the truck can go longer without getting too hot. It keeps the truck stable and strong.

Regenerative braking when descending with a trailer

Going down hills is about control. Electric trucks use brakes to slow down and save wear. But they need a full battery to work best.

Adjusting the brakes is key. This helps the truck control its weight. Going slow down helps keep the brakes working well.

Gas Trucks: Proven Capability with Familiar Habits

Gas trucks are great for jobs and roads because they fit how we work. The Ford F-150 with the 3.5L EcoBoost is fast and strong. The Chevy Silverado and Ram 1500 have a classic feel, making merging easy.

Heavy-duty trucks work even harder. A Ford Super Duty with the 6.7L Power Stroke is top for heavy loads. It has special features for better control when towing.

On steep hills, special brakes help you slow down without using the brakes. This keeps the engine cool. It’s why trucks are reliable for daily use.

But, there are downsides. Fuel use goes up when towing heavy loads. You might need to change oil and brake fluid more often. EVs are quieter, but trucks are noisier when towing.

For those always on the move, gas trucks are quick to refuel and easy to use. V8 trucks offer a classic feel. Turbo gas trucks are strong at high altitudes. Diesel trucks handle the heaviest loads with ease.

Range While Towing: Planning, Charging, and Fuel Stops

Towing changes how far you can go and how often you stop. Smart towing range planning blends expected aero drag, station access, and rest timing. This makes the trip smooth for both electric and gas trucks.

Real-world range drops with trailers (box vs boat vs camper)

An enclosed box trailer can cut an EV’s range by about half at 65–70 mph. A boat trailer is sleeker and often trims range by roughly 25–35%. Campers vary: an Airstream tends to do better than a tall toy hauler with sharp edges.

Gas trucks see a similar percentage hit in MPG. But the quick refill makes it feel different on the road. Use these deltas to set a realistic towing capacity range before you leave. Pace your day around the longest, windiest legs.

Public charging with a trailer attached—site layouts and tips

For EV charging with trailer, the easiest stops are sites with pull-through chargers. Electrify America and EVgo have a few, and newer Tesla Supercharger V4 locations are adding them in limited numbers.

• Favor end stalls or curbside positions to stay hitched.
• If blocked, unhitch in a safe bay and re-park after charging.
• Pick travel centers with clear trailer lanes and room to turn.

Build towing range planning around 80–150 miles between charges. This depends on battery size, grade, and the trailer’s shape. This helps avoid long detours when a site is busy or down.

Gas station advantages and refueling cadence

Gas stations are everywhere, with wide lanes and easy pull-through layouts. Most fills take 5–10 minutes. A 150–250 mile rhythm aligns well with rest breaks and a steady fuel stop strategy.

For mixed fleets, sync stops so EVs use pull-through chargers while gas trucks top up next door. This keeps the convoy together. It preserves a predictable towing capacity range across different rigs.

Thermal Stress, Brake Fade, and Control on Mountain Passes

Long, steep grades turn speed into heat. On mountain pass towing routes, friction brakes can cook fast. Trailer brakes must be dialed in and tested before the first descent.

Heavy-duty diesels from Ram Cummins, Chevrolet Duramax, and Ford Power Stroke add engine or exhaust braking. This keeps pace with gravity and reduces pedal use. It helps limit brake fade towing and preserves rotors for the final miles.

Start cool, stay in control. For electric pickups, regenerative braking is a powerful ally, but it has limits. High state of charge or cold packs can cap regen, so plan a buffer before topping a summit.

Use tow/haul and the lowest available gear for extra downhill control when regen tapers. This is important on stretches like the Eisenhower and Johnson tunnels.

Heat doesn’t just live in the rotors. Thermal management trucks rely on radiators, intercoolers, transmission coolers, and battery chillers to carry the load. The SAE J2807 standards include tough climbs like segments used in Ike Gauntlet towing.

Real-world payload, trailer frontal area, and headwinds can push coolant and oil temps higher. Watch gauges, not just speed, and adjust early.

Diesel and gas rigs manage transmission and engine oil temps; EVs watch battery and inverter temps. Both need airflow. Clean grilles, correct tire pressures, and proper weight distribution hitches reduce strain.

On any mountain pass towing day, smart shifts, firm but brief brake applications, and verified trailer brake gain keep heat in check and confidence high.

Payload Matters More Than Most Shoppers Realize

People often look at how much a truck can tow. But, the real limit is the yellow sticker on the door jamb. This sticker shows how much weight the truck can carry.

How hitch weight eats payload fast

Tongue weight is usually 10–15% of the trailer’s weight. For example, a 9,000-pound trailer at 12% tongue weight is 1,080 pounds. Add a jack, hitch hardware, and fuel, and the truck’s capacity drops fast.

A weight distribution hitch helps balance the load. It keeps the truck stable, which is important for braking and turning.

Passengers, gear, and accessories add up

Adding four adults, a cooler, tools, and recovery gear can weigh a lot. Crew cabs have less payload because they are heavier.

Don’t forget about accessories. Bed toppers, steel bumpers, winches, bigger tires, and 4×4 parts all reduce what you can carry. Always check the sticker on your truck for its exact capacity.

Choosing the right configuration and axle ratio

Choose the right setup for your needs. Max-payload packages, lighter trims, and 2WD models often have more capacity. Axle ratio choices like 3.73 improve performance when loaded.

Plan everything: trailer weight, tongue weight, passengers, and cargo. Match the truck’s setup to keep a safe margin. The right setup and a good weight distribution hitch make towing easier.

Trailer Types and Their Different Aerodynamic Penalties

At high speeds, air is a big problem. Over 65 mph, how trailers move air is more important than their weight. The shape and how air flows off the trailer affect fuel use and battery life.

Small changes can make a big difference. Keep tires at the right pressure and use the right mirrors. Storing gear low and using small fairings can also help.

Enclosed cargo vs flatbed: why shape beats weight at speed

At 65–70 mph, a square cargo box creates a lot of air resistance. This makes the trailer drag more, even if it’s light. A flatbed with a low load keeps air flow smoother.

Speed and range are connected. A truck may feel strong at 70 mph but go farther at 60 mph. Every extra mile per hour makes a difference.

Boat trailers, campers, and toy haulers compared

Boat trailers often have better aerodynamics than square trailers. Their tapered fronts and low height help air flow better. This reduces drag on both gas and electric trucks.

Camper shapes vary. Airstreams, with their rounded edges, shed air well. Toy haulers, with their tall fronts and wide sides, have more drag.

• Boats: low stance and pointed fronts aid flow.
• Airstream and molded fiberglass campers: rounded edges reduce separation.
• Square campers and toy haulers: big faces raise drag and energy use.

Speed discipline: the cheapest “mod” you can make

Driving slower, from 70 to 60 mph, can save 15–25% of fuel. This simple change improves efficiency on long trips.

Adding small improvements can also help. Secure tarps on flatbeds and avoid roof bins on the tow vehicle. Tightening gaps between truck and trailer also makes a difference.

Ownership Costs: Fuel, Electricity, Maintenance, and Resale

Towing makes every mile count. Costs include fuel vs electricity, upkeep, and resale value. It’s smart to calculate these before buying.

Gas trucks get 8–12 mpg when towing. At $3.50 per gallon, a 500-mile trip costs $145–$220. Electric trucks use 1.2–2.0 kWh per mile. DC fast charging makes a 500-mile trip cost $210–$350.

Service costs add up over time. EVs don’t need oil changes and brake less often. Gas and diesel trucks need regular oil and brake service. Diesels also need DEF and emissions care.

Resale value depends on towing demand. Heavy-duty diesels hold value well in towing areas. Electric trucks may depreciate fast but values could stabilize with more charging and incentives.

Compare trims with real trailer weights and routes. Use these to plan your total cost of ownership.

Cold, Heat, Wind, and Elevation: Weather’s Hidden Taxes

Mother Nature sets the bill for every haul. Whether you drive a Ford F-150 Lightning, Chevrolet Silverado, Ram 1500, or Rivian R1T, weather and towing capacity shift with the forecast and the map. Small changes in temperature, wind, and grade can add minutes, miles, and stress.

Plan the day, not just the load. Watch temperature swings, wind forecasts, and mountain passes. Adjust speed, spacing, and stops to keep margins safe under real-world strain.

Battery chemistry and cold-soak impacts under tow

In cold weather towing, lithium-ion cells deliver less power until warmed. A cold-soaked pack also limits regenerative braking, so the trailer leans more on friction brakes at first. Expect range to drop further in subfreezing trips, even with a light foot.

Precondition before departure and between legs when possible. Gas trucks feel it too: thick fluids and extended cold starts reduce efficiency. Keep tires at spec, as pressure falls with temperature and hurts rolling resistance.

High ambient temps, cooling systems, and derating

Heat adds load before you even turn a wheel. Under steep grades or heavy throttle, both EVs and gas trucks may trigger heat derating towing to protect motors, batteries, transmissions, and turbos. Clean radiators and charge air coolers, and do not push past rated limits.

Shift climbs to cooler hours and ease off in long pulls. Shorter stints with cool-downs help maintain weather and towing capacity all day, when the mercury spikes.

Headwinds, crosswinds, and route selection

Wind impact towing can eclipse trailer weight at highway speed. A stout headwind raises drag and slashes efficiency; a crosswind can spark sway. Slow down, set proper tire pressures, and use integrated sway control and trailer brake controllers.

Choose routes with natural wind breaks and flexible speeds. Check wind apps before you depart and pivot if needed. When elevation towing meets gusty plains, tighter planning keeps range predictable and handling calm.

Driver Aids and Tech That Actually Help When Towing

Modern trucks use software and sensors to make towing easier. They help make towing steady, quiet, and less stressful. Brands like Ford, Chevrolet, GMC, Ram, Toyota, Rivian, and Tesla use braking, cameras, and smart routing.

Set up the hardware first, then let the electronics refine your feel on the wheel.

Trailer brake controllers, sway control, and tow/haul modes

An integrated trailer brake controller lets you adjust gain. This makes trailer brakes work with the truck. It helps stop smoothly and prevents jackknife risk.

Electronic stability systems with trailer sway control help if the trailer wobbles. A light pulse to one wheel can stop the wiggle. This makes steering easier and less scary.

Use tow haul mode for better control on grades or descents. It keeps speed steady without riding the pedal. This helps manage heat and control better.

Pro trailer backup assist and camera systems

Ford’s Pro Trailer Backup Assist makes backing up easy. You just point a dial where you want the trailer to go. It makes backing up in tight spots easier.

Multiple camera views help you see more. A hitch view makes hookups faster. Bed and blind-spot views help with cargo and merging. GM’s Transparent Trailer camera tech shows what’s behind the trailer.

Add trailer-mounted cameras for more visibility. They help with corners and aligning with narrow driveways.

Which Use Case Fits You: Daily Commuter, Weekend Warrior, or Workhorse

For daily driving, electric pickups like the Ford F-150 Lightning are great. They are quick and easy to use. They work well on ramps and save money on charging.

For small loads, electric trucks are perfect. But for long trips, gas trucks are better. They are ready when you need them.

Weekend towing needs careful planning. You must think about how much you can carry. Hybrids and diesel trucks are good for this.

Hybrids like the Ford F-150 PowerBoost are strong but save fuel. Diesel trucks like the Ram 1500 EcoDiesel are reliable on hills.

For work, heavy-duty trucks are the best. They can handle big loads and keep you on schedule. EVs are good for local trips with charging stops.

Consider your driving, loads, and frequency. Daily driving wants smooth power and low costs. Weekend towing needs careful planning. Work truck towing needs strength and service.

Think about your needs to find the right truck. It’s all about balance.

Conclusion

Both electric and gas trucks can tow well if you follow the limits. Electric trucks like the Ford F-150 Lightning need careful driving. Gas trucks, like the Ram 2500, are faster to refuel.

Before towing, know your route and where to refuel. This is key for both electric and gas trucks.

The best truck depends on what you need to tow. Think about payload, hitch weight, and passengers. Trailer shape and local weather also matter.

Access to charging or fuel is important. So are features like trailer brake controllers and tow/haul modes.

For long trips, gas or diesel trucks are better. But for short trips, electric trucks are great. They’re quiet and save money.

Choose the truck that fits your needs. Think about your trailer, climate, and where to refuel. This way, towing is safe and easy.

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