The inherent lie behind braked towing capacities.
We’re all being a little bit hoodwinked at the moment; led astray by 4WD manufacturers. It’s to do with the relevant tow ratings of vehicles, especially utes. It seems like all manufacturers are hell-bent to have a 3.5-tonne braked towing capacity, the problem is that they are all cutting corners to get there.
If you believe what they tell you in the advertising, these utes are all stronger than Steven Seagal’s stare, and can do just about anything tough – especially towing and hauling big loads. But not everything is as it seems, and it’s important to actually know the limitations of these vehicles.
Let’s have a look at the braked towing capacity figures, in order of 4X4 ute sales popularity. I’ll pick the highest-spec models (with diesel engines) to keep the field even.
Toyota HiLux SR5: 3,500kg (manual), 3,200kg (auto)
Ford Ranger Wildtrak: 3,500kg
Mitsubishi Triton Exceed: 3,100kg
Holden Colorado Z71: 3,500kg
Nissan Navara ST-X: 3,500kg
Isuzu D-Max: 3,500kg
Mazda BT-50: 3,500kg
Volkswagen Amarok: 3,000kg
Volkswagen Amarok V6: 3,000kg
Oh lord; I pity the fool that thinks that’s the end of the story. And I genuinely worry for the folk out there who don’t know any better and take the salesman at his word. When they ask, “Will this tow my caravan?” Put simply, Gross Combination Mass does not equal Gross Vehicle Mass plus Braked Towing Capacity. Let’s look at the rest of the specs, and understand what’s happening here. Now, where did I leave that old Casio calculator…
HiLux
Towing: 3,500kg (manual), 3,200kg (auto)
GVM: 3,000kg
GCM: 5,850kg
Kerb: 2,075kg
Payload: 925kg
Actual payload @ full towing: 275kg
Actual towing capacity @ full payload: 2,850kg
Ranger
Towing: 3,500kg
GCM: 6,000kg
GVM: 3,200kg
Kerb: 2,250kg
Payload: 950 kg
Actual payload @ full towing: 250kg
Actual towing capacity @ full payload: 2,800kg
Triton
Towing: 3,100kg
GCM: 5,885kg
GVM: 2,900kg
Kerb: 1,955kg
Payload: 945kg
Actual payload @ full towing: 830kg
Actual towing capacity @ full payload: 2,985kg
Holden Colorado
GCM: 6,000kg
GVM: 3,150kg
Kerb: 2,150kg
Payload: 1,000kg
Actual payload @ full towing: 350kg
Actual towing @ full payload: 2,850kg
Navara
GVM: 2,910kg
GCM: 5,910kg
Kerb: 1,969kg
Payload: 941kg
Navara towball penalty:100kg – 130kg
200kg – 280kg
300kg – 410kg
Actual payload @ full towing: 311-31kg (that’s not a typo, it’s 31kg)
Actual towing @ full payload: 3,000kg
D-Max
GVM: 2,950kg
GCM: 5,950kg
Kerb: 1,940kg
Payload: 1,010kg
Actual payload @ full towing: 510kg
Actual towing @ full payload: 3,000kg
BT-50
GVM: 3,200kg
GCM: 6,000kg
Kerb: 2,118kg
Payload: 1,082kg
Actual payload @ full towing: 382kg
Actual towing @ full payload: 3,200kg
Amarok
GVM: 3,040kg
GCM: 5,550kg
Kerb: 2,020kg
Payoad: 1,018kg
Actual payload @ full towing: 530kg
Actual towing @ full payload: 2,510kg
Amarok V6
GVM: 3,080kg
GCM: 6,000kg
Kerb: 2,216kg
Payload: 864kg
Actual payload @ full towing: 784kg
Actual towing @ full payload: 2,920kg
The problem is pretty obvious. It makes realistically trying to understand your legal limits here in the real world quite difficult. 3.5-tonne towing does not mean you can tow 3.5 tonnes. And a 1-tonne payload does not mean you can put a tonne in the back, if you’re towing.
A dishonourable mention here needs to be levelled at the Navara. Having a GCM that isn’t truly representative of a full payload and full towing capacity that sucks, in my opinion. But Nissan, taking it to the next level of limiting complexity with its towball mass clause, which could effectively give you a 31kg payload… that’s absolute rubbish. When you start factoring in extra passengers and accessories like barwork and canopies, things only get more dire. In fact, you even have to include the towbar most of the time.
Who is doing it right? Only Toyota’s 70 Series LandCruiser, these days. 3.5-tonne towing plus a 3.3-tonne GVM equals a 6,800kg GCM. The Land Rover Defender 130 had better stats at 3,500 + 3,500 = 7,000, but it’s sadly no longer around. Step up into the Light Truck category if you’re really serious and look at an Iveco Daily 4X4.
This article was originally posted by Unsealed 4X4.
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Comments 21
The dumbest article i-eve ever read
When the towpoint is behind the rear axle line, its not safe to tow a trailer heavier than the tow vehicle. Adding payload to the tow vehicle actually makes it safer to tow a heavier trailer. Whether its the government’s or the importer’s fault, somehow its not being presented the right way.
GROSS VEHICLE MASS (GVM)
The GVM is the maximum weight that a truck can carry including its own weight. This is the maximum or total weight of a loaded rigid vehicle (including body, payload, fuel and driver). It is a figure set by the manufacturer and is lodged with registration authorities and governs all applications and is stamped on the COMPLIANCE PLATE OF THE VEHICLE, remember by the manufacturer. Not including bull bars, winches, side steps, extra large fuel tank, you know the extra common aftermarket accessories, the rest of the family, the esky the camping gear and don’t forget to include the weight on the tow ball on the tow bar if you are towing a trailer or caravan etc.
GROSS COMBINATION MASS (GCM)
The GCM is given for the total weight any vehicle can carry and tow. This is the maximum weight of a loaded vehicle combined with trailer or caravan (also referred to as GCW Gross Combination Weight).
Sorry, nothing dumb about the article.
Can anyone explain the principle behind why it is possible to get a GVM certificated increase for a vehicle with suspension upgrades, but this does not alter or increase the GCM. Not winging, but would like to know the principle behind why?
Mostly it’s about max axle loading.
Generally a Gvm upgrade can only go to max axle loading
Example my patrol
Max front axle 1500kg
Max rear axle 1800kg
Total 3300kg yet gvm 3060kg
So a Gvm upgrade would normally give Gvm of 3300kg, that’s an extra 240kg for around $1600
I suspect mark drives one of those legendary, magical “unbreakable” Hilux utes . . . you know, the model that rolls off a cliff into the ocean, washes up on the beach a week later and drives away. Marketing puffery vs reality – the precise theme of this article. It’s like all the unfortunate people who buy brand new Prados to tow their shiny new caravan. Wonderful vehicle, but they discover too late that 2500kg is not enough to tow their new caravan legally.
I know here you have compared diesel vehicles however it is incorrect to state, “Who is doing it right? Only Toyota’s 70 Series LandCruiser, these days. 3.5-tonne towing plus a 3.3-tonne GVM equals a 6,800kg GCM. ”
The Nissan Patrol is superior to the Toyota, having a 3.5-tonne towing plus a 3.5-tonne GVM equals a 7,000kg GCM.
it is the only one in diesel utes as the article states, not petrol or wagons, you can then bring in the d4 as well.
BT 50, seems that GVM plus actual towing is adding up to 6400 kg . Bit odd as GCM is 6000Kg. ???
BT50 Actual towing @ full payload: 3,200kg I think this is wrong
What’s dumb about it Mark?
Plenty of people out there towing 3t vans cause they have a 3.5t towing capacity without realising that they’re way over the combined vehicle mass after adding in four passengers, extra fuel, barwork, winches ect.
Have to agree with you Bernie the most important number is the GCM then it’s individual axel weights and tow ball weights .
My question is with a 5th wheeler is the 5th wheeler allowed to weigh more than the stated trailer towing ie 3500 kg even if all axel weights are correct and is under the GCM .
Ps I’m really thinking of the Iveco daily as a tow vehicle but my question is still relevant to the average 4×4 ute that is towing a 5th wheeler
Yes because you are not towing( as per the towbar) Your weight is part taken up bye down weight in the GCM
Stephen
I bought an older f250 7.3l just for towing, plenty of grunt, 1100kg carrying with 3.5 tonne still on the rear, gotta be careful doing a youi though!!
Hi
I have bought a navara and have discovered the rear suspension is very weak could you give me some advice on what would be the best way to strengthen it …would air bags or heavier Spring do the trick
You comments would be appreciated
The article is about utes, and by the way, like the Navara, the Y62 Patrol has a ballweight penalty at 350kg thus reducing allowable payload – read the manual. Very good article for those considering buying a ute.
The GCM is based on the manufacturers decision what the vehicles enging gearbox configeration will happily tow ou a medium incline as well as its ability to safely retard a fully loaded braked trailer down a similar decline. All the spring up grades in the world wont enhance power or stopping ability.
I’ve been doing the math on this for quite a while and found the same conclusion. We’ll be modifying a 105 series wagon with engine and trans transplant. It ticks all the weight and balance boxes with suitable power and economy as well. Can’t afford new vehicle which actually meets the requirements otherwise.
Can someone explain the math in the article. How do you calculate the actual payload at full towing weight and the actual towing weight at full payload? What are the formula?
Spot on
The math used in this article is wrong, it does not take into account that
1. Towing capacity is always stated in terms of the ATM of the caravan which includes ball weight
2. GVM of a tow vehicle includes the towball weight, say 350Kg, when coupled.
Therefore in the first example of the Hilux (pasted below) you have deducted the GVM of 3000 from the GCM of 5850 and stated actual towing capacity of 2850; in fact the actual towing capacity is 3100 (2850+350 towball weight already included in GVM). By not taking this into account you are counting the ball weight twice!
You have to think in terms of a weighbridge results.
HiLux:
Towing: 3,500kg (manual), 3,200kg (auto)
GVM: 3,000kg
GCM: 5,850kg
Kerb: 2,075kg
Payload: 925kg
Actual payload @ full towing: 275kg
Actual towing capacity @ full payload: 2,850kg