In the world of 4X4s, numbers are everything. Manufacturers love to throw around figures like 3,500kg towing capacity, trying to convince you that their mid-size Utes can pull anything you throw behind them. But dig deeper, and you’ll find that those numbers are more about marketing hype than real-world capability. Some may go as far to say they’re an outright exaggeration. Me personally? I’d just say they’re bullshit.
If you’re towing heavy loads, it’s time to start knocking a chunk off from the claimed capacity to get a more accurate idea of what your vehicle can actually handle. The reality is, if you’re hauling something more serious than a hybrid camper or lightweight van, you’re going to need a serious towing vehicle. Despite what the brochures say, most dual cab 4X4s aren’t up to the task when fully loaded.
Let’s take a closer look at the Toyota HiLux GR Sport, mainly because it’s comical how bad it is. Toyota advertise it as rated to tow 3,500kg, with a Gross Combined Mass (GCM) of 5,850kg. Now, let’s say you’re towing the full 3,500 kg. Subtract that from the GCM, and you’re left with 2,350kg. That figure has to cover the vehicle’s weight (its kerb weight is 2,270kg), which leaves you with a measly 80 kg of payload. Oh yeah, we need to take into account the tow ball weight from the ‘van too, around 10%, so in this case 350kg. Before you so much as sit behind the tiller that GR Sport HiLux is a massive 270kg illegally overweight. I’m starting to think that 3500kg might be marketing bullshit.
Before you decry me for using the top of the range, the base model doesn’t really fare any better. It’s 115kg overloaded with 3500kg on the back and no driver. Throw in typical 4X4 touring mods and a family of four and you could be as much as a full tonne overweight. What’s that about Toyota?
Now don’t think for a second this is Toyota bashing, the mid-size Ranger platform suffers a similar fate, although it can at least get the job done. With 3500kg on the back of a Wildtrak Ranger and a 6400kg GCM you’re looking at 2900kg left over for the vehicle. Factor in the Wildtrak’s kerb weight of 2384kg and a tow ball weight of 350kg and you’re left with 166kg left over, not heaps, but still a full 436kg better than the GR Sport. With careful loading a couple could tow a 3500kg van behind a Wildtrak. Just.
This issue isn’t limited to the HiLux or the Ranger—it’s endemic across most mid-size Utes. Manufacturers throw out these 3,500 kg towing capacities like it’s a badge of honour, but in reality, towing anywhere near that figure leaves you with almost no room for anything else. The smart money is to factor around 20% off from the advertised towing capacity to get a realistic number. For a 3,500 kg towing figure, you should be looking at around 2,800 kg as your real-world limit. At that weight, you’re still towing a decent load, but you’re left with a more practical payload. That GR Sport can tow 2800kg and still have 500kg payload left. Likewise, the Wildtrak with 2800kg on the back has 686kg left to play with, plenty for some 4X4 mods.
Now, some might think that reducing the tow rating by 20% makes the vehicle less capable, but that’s not the case. A 2,800 kg towing capacity is still a serious load, but it also gives you some breathing room to carry passengers, gear, and other essentials safely. More importantly, it promotes safer driving. Vehicles towing at maximum capacity often handle poorly, with increased stopping distances and reduced stability. They’re pushed to their limit right out of the box. If you’re constantly towing at the limit, you’re putting unnecessary strain on the vehicle’s engine, brakes, and suspension, which leads to quicker wear and tear, and let’s be honest, a less enjoyable driving experience.
For those who need more than a mid-size Ute can cope with but aren’t ready to jump to a heavy-duty truck, vehicles like the Ford F-150 and Ram 1500 offer a great middle ground. They don’t have a huge payload, but they do have a huge towing capacity. Forget canopies and fitouts, load a 3500kg ‘van on the back of either and you’ll easily fit a family of four in with a bull bar, set of muddies, and some big shocks. This setup keeps things practical and ensures the rig stays safe, and legal (ish). If you need to tow a big boat or a 4500kg horse float you’d get the job done with a driver and passenger.
But there’s a reason the yanks look towards rigs like the F-250 for serious hauling. Built specifically for towing, they come with a braked towing capacity of 6,667kg and a GCM of 10,659kg. Loaded up with 6100kg on the back an F-250 still has 590kg to play with after factoring in tow ball weight. 750kg if you’re towing the 4500kg the F-150 tops out at.
At the other end of the spectrum, we have vehicles like the Ford Ranger Raptor, often criticised for having a low towing capacity of 2,500 kg. But when you break down the numbers, it’s not as bad as it seems. The Raptor’s GCM is 5,370 kg, and with a kerb weight of 2,473 kg, the 2500kg towing just isn’t going to happen, but drop it 20% down to 2000kg and all of a sudden your purpose built off-road jumper is still more than capable of towing a forward fold camper with 450kg left for passengers and some simple mods. In real-world towing situations, that’s not far off from what a HiLux GR Sport can handle at a more realistic 2,800 kg towing weight.
Ultimately, the obsession with maximum towing figures needs to change. Manufacturers need to stop advertising inflated towing capacities and start giving consumers realistic numbers based on Gross Combined Mass and payload limits. The idea that a mid-size Ute can tow 3,500 kg with ease is misleading and flat out dangerous, as most vehicles simply aren’t equipped to handle that kind of weight safely. Consumers, too, have a responsibility to understand what their vehicles can and can’t do. It’s not just about towing capacity; it’s about how much usable payload you have left when you’re towing. If you’re regularly pushing your vehicle to its limits, you might need to rethink your setup and either reduce the weight of what you’re towing or upgrade to a larger, more capable vehicle.
Tow ratings, as they’re advertised today, are more about selling vehicles than informing buyers. It’s time to call bullshit on these inflated numbers and start thinking realistically about what our vehicles can actually do. By adjusting our expectations and towing within safe, practical limits, we’ll all enjoy a smoother, safer experience, whether it’s for work or play.
