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The electric vehicle revolution has promised to transform every aspect of automotive capability, from daily commuting to heavy-duty work applications. But promises and marketing claims mean nothing until real owners put these vehicles through the demanding scenarios that define their actual utility. Heavy towing represents one of the most challenging tests for any vehicle, combining maximum power demands with extended duration stress that reveals both strengths and limitations. When someone hooks up over 22,000 pounds to an electric truck and drives across Alberta, the results provide the kind of real-world data that no manufacturer testing program can replicate.
Ash Nguyen’s extensive towing experience with the Chevrolet Silverado EV provides exactly this kind of unfiltered reality check. His systematic documentation of towing performance across multiple destinations reveals both the impressive capabilities and harsh limitations of electric truck technology:
A good number of miles racked up now, towing 22,000+ lbs with the Silverado EV to multiple destinations across Alberta for Plug’n Drive, so I guess at this point AMA about heavy EV towing. The range hit is definitely true if you are towing something with very poor aerodynamics, not necessarily weight. With this giant box of an air brake, at highway speeds, consumption was over 621 Wh/mile. Not a typo. Real-world range is about 124 miles. Super Cruise works excellently even with the trailer and in some heavy crosswinds. It stays dead on and very stable. I was certainly impressed. Power is obviously aplenty, and not having to deal with gears anymore is a godsend. Saw up to 400kW of regen using the paddle, which handled slowing down the truck and trailer from highway speeds into a sudden construction zone, no problem. Calgary to and from Edmonton did not need to use the friction brakes or trailer brakes. The precision of being able to line up a trailer with an EV is also very underrated. Small movements are SO much easier than with a torque converter and gas or especially diesel diesel-engined truck. It has certainly made me understand the call for more trailer-friendly EV charging, especially in Alberta, if this kind of sight were to become more commonplace. For the vast majority of stations, it would have to be an unhooking situation if the location is busy.
Nguyen’s consumption figure of over 621 Wh/mile while towing represents the harsh reality of electric vehicle physics when confronted with serious aerodynamic drag. His emphasis that “it’s not necessarily weight” but rather “very poor aerodynamics” that kills range aligns with fundamental physics principles that many EV towing discussions ignore. A “giant box of an air brake” creates exponentially increasing drag at highway speeds, forcing the electric motors to work against forces that compound with velocity rather than remaining linear like weight-based resistance.
The 124-mile real-world range that Nguyen achieved while towing demonstrates both the capability and limitations of current electric truck technology. This range represents a 70% reduction from the Silverado EV’s unladen highway range, showing how aerodynamic drag can overwhelm even large battery packs. However, the fact that he could complete Calgary to Edmonton runs, approximately 186 miles, suggests that strategic charging planning can make heavy towing viable even with dramatically reduced range.
What It’s Like Towing With An Electric Vehicle
- Range reduction in electric towing depends primarily on aerodynamic drag rather than weight, with poor aerodynamics causing consumption over 621 Wh/mile and reducing range by 70% or more at highway speeds.
- Electric trucks can provide up to 400kW of regenerative braking, handling deceleration dutie,s that traditionally required friction brakes and potentially eliminating trailer brake usage on many routes.
- Electric motor characteristics enable superior low-speed maneuvering and positioning compared to traditional powertrains, making trailer alignment and tight-space operations significantly easier and more predictable.
- Current charging station design assumes passenger car usage, forcing towing operators to unhook trailers at most locations and plan routes around specific charging facilities rather than stopping when convenient.
John Poulsen’s follow-up questions about wind conditions reveal how environmental factors compound towing challenges. Nguyen’s response that windy conditions pushed consumption over 746 Wh/mile, with the 99-mile Penhold to Windermere drive consuming 80% of battery capacity, shows how crosswinds can push electric towing into impractical territory. These numbers represent the kind of worst-case scenarios that towing operators need to understand when planning routes and charging stops.
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The Super Cruise performance that impressed Nguyen, remaining “dead on and very stable” even with heavy crosswinds and a trailer attached, demonstrates how electric vehicle architecture can enable superior driver assistance systems. The instant torque response and precise motor control of electric drivetrains provide the kind of immediate correction capability that helps automated systems maintain vehicle stability under challenging conditions. This capability represents a genuine advantage over traditional powertrains that must work through transmission lag and engine response delays.
Nguyen’s observation about 400kW of regenerative braking capability reveals one of electric towing’s most significant advantages. The ability to slow a 22,000+ pound combination from highway speeds without using friction brakes represents both a safety improvement and a maintenance benefit. Traditional diesel trucks rely heavily on engine braking and service brakes for such scenarios, creating heat, wear, and potential fade issues. The fact that Nguyen completed the Calgary-Edmonton round trip without using friction or trailer brakes shows how regenerative systems can handle the majority of speed control duties.
The precision advantage that Nguyen describes for trailer maneuvering reflects how electric motor characteristics improve low-speed control. The instant torque response and lack of transmission creep make small positioning movements much more predictable than with torque converter automatics or manual transmissions. This capability becomes particularly valuable in tight spaces or when backing up to loading docks, where precise control prevents damage and reduces stress.
Norman Hayton’s surprise about minimizing trailer brakes highlights how electric vehicle capabilities can change traditional towing practices. The regenerative braking capacity of modern electric trucks can handle much of the deceleration duty that traditionally required trailer brake systems, potentially reducing maintenance and improving control. However, this capability depends on proper system integration and may not apply to all towing scenarios or trailer types.
David Longman’s question about towing speed reveals the practical compromises that heavy electric towing requires. Nguyen’s response that he maintains 62-68 mph shows how aerodynamic considerations force speed reductions compared to typical highway travel. His confidence that “there’s generally enough charging on both highway 1 and 2” to maintain highway speeds demonstrates how charging infrastructure density affects towing viability in different regions.
The charging infrastructure challenges that Nguyen identifies represent the most significant barrier to widespread electric towing adoption. His observation that “for the vast majority of stations, it would have to be an unhooking situation if the location is busy” highlights how current charging station design assumes passenger car usage rather than commercial towing applications. This limitation forces towing operators to plan routes around specific charging locations rather than simply stopping when convenient. The infrastructure gap becomes even more problematic when considering how EV charging deserts still plague many regions, making long-distance towing nearly impossible in certain areas. The situation mirrors what other electric truck owners have discovered, as one Silverado EV owner found that real-world towing performance exceeded expectations despite range limitations, proving that electric trucks can handle serious work when properly planned.
The broader implications of Nguyen’s towing experience extend beyond individual capability to demonstrate how electric vehicles can excel in specific applications while facing limitations in others. His positive assessment of power delivery, regenerative braking, and precision control shows where electric drivetrains provide genuine advantages over traditional powertrains. However, his documentation of range limitations and charging infrastructure challenges reveals the practical barriers that prevent electric towing from replacing diesel trucks in all applications.
How To Plan An Electric Truck Journey
- Electric towing requires systematic route planning around charging infrastructure and consumption calculations, eliminating the flexibility to deviate from planned routes or make unscheduled stops without range consequences.
- Cold weather conditions compound the already severe range limitations of electric towing, potentially reducing practical range to under 75 miles in winter conditions with poor aerodynamics.
- Electric towing success requires different thinking than traditional diesel operations, with charging time and infrastructure availability becoming primary route planning factors rather than secondary considerations.
- Electric trucks excel in planned towing operations where superior control characteristics, reduced maintenance, and potential fuel savings justify range limitations and charging planning requirements.
For commercial operators considering electric trucks, Nguyen’s experience provides essential data about realistic expectations and operational requirements. His consumption figures and range calculations enable fleet managers to determine whether electric trucks can handle their specific towing profiles. The fact that he successfully completed multiple long-distance towing runs shows that electric trucks can work for planned operations with adequate charging infrastructure, even if they can’t match the flexibility of diesel trucks for unplanned or remote towing scenarios. The Silverado EV’s massive battery capacity becomes crucial for such applications, as the 200+ kWh pack provides the energy density necessary for heavy towing, even with the dramatic efficiency penalties that aerodynamic drag creates.
The winter performance implications that John Poulsen raises represent another significant consideration for electric towing in northern climates. Cold weather typically reduces electric vehicle range by 20-40%, which would compound the already severe range limitations that Nguyen documented. Winter towing in Alberta could push consumption well over 900 Wh/mile, reducing practical range to under 75 miles and making many routes impossible without multiple charging stops.
Nguyen’s experience also demonstrates how electric vehicle towing can change operational patterns compared to traditional trucks. The need to plan routes around charging infrastructure and the dramatic range reduction with poor aerodynamics requires different thinking than simply filling up at any gas station. However, the superior control characteristics, reduced maintenance requirements, and potential fuel cost savings may justify these operational changes for specific applications.
The precision and smoothness advantages that Nguyen describes become particularly valuable for specialized towing applications where load protection matters more than maximum range. The instant torque response and regenerative braking capability could make electric trucks ideal for transporting sensitive equipment or materials that benefit from smooth acceleration and deceleration profiles. These applications might justify the range limitations and charging planning requirements. The Silverado EV’s work truck credentials extend beyond towing to include genuine commercial capability that fleet operators are beginning to recognize, suggesting that electric trucks may find their initial success in specialized applications rather than trying to replace diesel trucks across all use cases.
Have you experienced the dramatic range reduction that comes with towing aerodynamically poor trailers behind an electric vehicle? What charging infrastructure improvements would make electric towing more practical for your specific applications?
Let us know in the comment section below.
Image Sources: Chevrolet Media Center
Noah Washington is an automotive journalist based in Atlanta, Georgia. He enjoys covering the latest news in the automotive industry and conducting reviews on the latest cars. He has been in the automotive industry since 15 years old and has been featured in prominent automotive news sites. You can reach him on X and LinkedIn for tips and to follow his automotive coverage.
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Source: torquenews.com
