There are several things to take into account when fitting a towbar straight to an electric vehicle that differ from those of a petrol or diesel car. The difference isn’t just in safety ramifications it also has legal and warranty ramifications. So a towbar fit for an electric vehicle isn’t just a safety concern, it’s also a legal and warranty concern, since the structural engineering is different and the towing restrictions are more varied. As the sales of electric vehicles’ grow, more of the owners are looking to tow things like trailers, caravans, and boats. The Electric Vehicle Council figures show that they accounted for 9.5% of new vehicles sold in 2024. Let’s explain why there is technically a difference in EV towbar installation.
Battery Placement Changes Where And How A Towbar Can Be Mounted
The battery equipment of an EV is installed under the floor structure, which accounts for 20% to 30% of the body weight and varies depending on the size of the body, battery capacity and has to be encapsulated with a reinforced chassis structure. For a towbar attachment, positions might be near high voltage areas, and the safety consideration of attaching the structure is also an issue. As opposed to a typical car with a floor underneath. For the towbar installation Perth and in Australia, professional carpenters must first take into account a vital consideration, such as the placement of the battery before determining the place where mounting hardware can be positioned. If incorrect procedures are followed, then the battery protection zones that are designed to absorb impact forces in a collision can be compromised.
Towing Capacity Varies Far More Between EV Models Than Most Owners Realise
This obviously causes some confusion by electric motors (with instant torque) and high towing power as is often thought, however it’s not true and it’s because towing power depends on the build of the chassis, cooling performance, brakes and battery management, not solely on the motor power. The market analysis says it all: The rated 1,600 kg for the Tesla Model Y is quite low when compared to the Kia EV9 and the BMW and Porsche high-end electric SUVs with rated kilograms between 2,500 and 3,500 kg. In fact, some EVs are more than powerful enough to drag down a trailer, but aren’t explicitly permitted for towing.
Industry databases tracking more than 75 EV models available in Australia show approved towing capacities ranging from 750 kg to 3,500 kg a fourfold difference that reflects fundamentally different engineering decisions across manufacturers. This is significant for owners who are used to conventional vehicles where towing capacity is generally fairly consistent by class and size, and should be checked before any installation is contemplated. The rated capacity is the limit. Changing towbar fitments does not alter what the manufacturer has approved the vehicle to tow, and operating outside that approval incurs both legal and insurance exposure that the owner bears.
Regenerative Braking Behaves Differently When A Trailer Is Attached
The efficiency characteristics of an electric vehicle include regenerative braking, which recovers energy during deceleration by converting kinetic energy into electrical energy instead of into heat energy, thus saving wear on conventional brakes and enhancing overall energy efficiency. That dynamic is different with towing. Extra trailer mass increases the momentum the vehicle must deal with when slowing down, and while regenerative braking is still operational, it is less effective at different charge levels, under different temperature conditions, and with different system calibrations. In fact, engineering studies show that towing requires a substantial amount of additional energy, which reduces the relative effectiveness of regenerative recovery.
Range Loss And Legal Restrictions Complete The Picture
Australian EV towing assessments consistently report range losses between 30% and 50% when towing trailers, caravans, or boats: An EV with a certified range of 500 km may realistically achieve 250 km to 350 km under tow, and the main culprit is aerodynamic drag, not just the weight of the trailer, as aerodynamic resistance skyrockets at highway speeds and box-shaped caravans or enclosed trailers can have a bigger impact on battery consumption than lighter but more streamlined loads. When towing in an EV, this reduction in range needs to be accounted for before departure, not mid-journey, when route planning for any towing trip.
In addition to maximum trailer weight, restrictions on trailer frontal area, maximum tow-ball download, cooling system performance, and battery temperature management are common. Many manufacturers have restrictions on EV towing beyond maximum trailer weight and some require factory-approved towing packages that include software updates, trailer stability functions, and enhanced thermal management systems before a towbar can be legally fitted. Under Australian regulations, the manufacturer’s towing specifications are binding and the owner has insurance, warranty, and legal exposure if a towbar is physically fitted to an EV not rated for towing.
