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Keep in mind that to tow 10,000 lbs requires MUCH more than just an electric motor and a battery capable of doing it. The chassis and suspension have to be designed and engineered specifically for towing to handle that much weight, with all the compromises that involves. We're talking body-on-frame with leaf springs, and more than likely, heavy duty front suspension like a one ton diesel truck has.
It's more complicated...
Originally Posted by Panu
According to wikipedia class III towing capability means:
It's more complicated...
And I think this is where benzer's confusion comes...
Trailer Hitches, Hitch Accessories, Hitch Wiring
Class III
- Class III hitches are weight carrying (WC) and also are weight distributing (WD) depending on the vehicle and hitch specifications.
- Not all Class III hitches are rated to be both. See the specific hitch for that information.
- Class III hitches used as weight carrying are rated up to 6000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 600 lbs.
- Class III hitches used for weight distributing are rated up to 10,000 lbs. gross trailer weight (GTW) with a maximum trailer tongue weight (TW) of 1000 lbs.
- A Class III hitch usually has a 2" square receiver opening.
- A higher class drawbar does not increase the towing capacity of the hitch. To use this class of hitch for weight distribution requires a weight distribution system.
- Class III hitches attach to the vehicle frame only.
Some info on weight carrying vs weight distributing hitches.
“Weight Carrying” refers to the amount of load a receiver hitch is capable of carrying when used as a “deadweight” hitch — that is, using only a standard utility ball mount to connect the hitch to the trailer. “Weight Distributing” is the rating used to describe the capacity of that same receiver hitch when used in conjunction with a weight-distributing hitch kit, which increases the hitch’s capacity, because it spreads some of the weight of the trailer out over the tow vehicle’s, and a trailer’s suspension and tires, as opposed to concentrating it at the hitch and trailer coupler. Typically, a receiver’s Weight Carrying load rating is much less than its Weight Distributing rating: For example, a Class III receiver might be rated to carry 5,000 lbs. as a Weight Carrying hitch, and 10,000 lbs. when used with a Weight Distributing hitch.
I would not expect anyone, Tesla or otherwise, to be able to modify a vehicle like this to handle a weight distribution hitch. The capability is integral to the original design. Think about taking a pipe, putting it in the hitch receiver, and trying to smash the FRONT tires into the road. That's a unique load case that needs to be considered during the unibody structural design process. There is some inherent ability for the body to transfer that load but it may not be able to withstand all of it without still meeting structural margins.
This video is a good 1 minute intro to what a weight distribution hitch does:
I would not expect anyone, Tesla or otherwise, to be able to modify a vehicle like this to handle a weight distribution hitch. The capability is integral to the original design. Think about taking a pipe, putting it in the hitch receiver, and trying to smash the FRONT tires into the road. That's a unique load case that needs to be considered during the unibody structural design process. There is some inherent ability for the body to transfer that load but it may not be able to withstand all of it without still meeting structural margins.
This video is a good 1 minute intro to what a weight distribution hitch does:
Thanks. Just judging by the size of the space versus the size of the size I am confident my oversized two horse trailer could fit through there.
Thanks. Not counting on it at all in my householdI would not count on many of these for some time. This June we took a 5100 mile road trip in our Tesla, traveling from San Jose, CA east on 80 to Salt Lake City, then down to 70 to Denver, over to SD (Mt Rushmore), then west along 90 to WA and then back south to CA. The Rocklin Supercharger was the only one I can remember that was like this (and it is located at a Tesla Store). Most of the locations require backing in to a spot that is on the edge of a parking lot. Less than 1/4 of them had one (or sometimes two) pull forward spots. We did not stop at every supercharger, on our path, so we could have missed some others that are pull forward, but the majority are not.
you mean something like this?If the trailer had an articulated front axle (either fifth wheel or some type of steering apparatus) and a rear axle that together held the entire weight of the trailer by itself (not on the tongue) and the tongue only had to pull and push and not carry any weight except for the connection armature and non-straight situations (turns, cresting hills and the bottom of valleys), then the engineering would be different.
Here is an excerpt from a posting from CANAM RV in London ONT Canada (full posting follows excerpt):[/B][/U]
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"The Exceptional vehicle of this group is the Mercedes R Class. Though similar to the rest it has 124.5” wheelbase with a very short rear overhang and though not sprung overly stiff the incredibly short overhang to wheelbase ratio makes it very stable. Friends that we travel with tow their 34’ Airstream with an R class."
I once drilled a hole in the bumper of a Chevy Citation to mount a ball and tow my 18ft speed boat. Many things are possible, though maybe not advisable :biggrin:
Nice. I had a bumper mounted hitch on my 1980 Chrysler Cordoba.
And the Cordobas were called the *small* Chryslers...
I seriously doubt that is the only way to manage the feat. I guarantee that if a Tesla Motors pickup truck is released, it will have a 15,000 lbs towing capacity with unibody construction and fully independent suspension. There will be no leaf springs, live axle, or separate bed. Though it may well retain a flared rear for a dually appearance. And after years of Ford using the material for their trucks, and the long collaboration with Alcoa that Tesla enjoys, it will likely be of fully aluminum construction. The Model X may well be the harbinger of things to come in more ways than one.The chassis and suspension have to be designed and engineered specifically for towing to handle that much weight, with all the compromises that involves. We're talking body-on-frame with leaf springs, and more than likely, heavy duty front suspension like a one ton diesel truck has.