I am looking at the Touareg V6 TDI 2006 to 2009 to use to tow a trailer weighing approximately 6000 pounds loaded. I have found a great deal of information about the Touareg and its capabilities, but concerning its capabilities to pull that weight up a 6% grade, the only information I have found is "you won't be the first at the top of the hill." Although this is cute, it is not very informative. For those of you who tow, please tell me will this vehicle be able to tow a 6000 pound trailer and maintain a 55 mph speed on a 6% grade at or below 3000 rpm's? Thank you.
JGriffith
I tow a 5,000 pound trailer...so it's close. I set the cruise at 70 and let her rip. I don't recall ever slowing down to less than 65. Shoot, in one state, I set the cruise at 90. Although it bit fast for my poor trailer, there were no issues.
The 3.0 v6 TDI is a beast of a motor - gobs of torque. Plenty of grunt for towing. However, in the years you specified, it was only available in 2009. Prior to 2009 the diesel sold here in the US was the 5.0 V10 TDI - a totally monsterous motor. But expensive to maintain.
GL with your search.
GL with your search.
The TDI 3.0 would do fine with this. While I do not own one and can not comment on the RPM it would do it at, I have towed a 5,800 lbs trailer up a 6-10% grade with the little 3.6 fsi V(r)6 and hit 70+ before shutting it down (power climb from near a stop at the bottom just to see what it would do). The radiator and oil temps didn't budge...but as it is a gasser my RPM's where nowhere near where I TDI would be. Also, it still had lots of anger to go faster, but the speed curves coming up were 45 MPH rated and luckily I let my common sense take over my testosterone.
The diesel in the Touareg is about fuel efficiency and driveability - not towing. Sure it can tow well just because of the characteristics (ie: torque down low), but a Hybrid would do just as well due to its similar torque down low.
That said look for GVWR on your trailer with a max of 7700lbs. Towing will be fine but not as good as a vehicle designed from the onset to tow (ie: a 3/4 ton or 1 ton pickup. In my experience the Treg tows as well as most 1/2 tons.
The V10 has all the power in the world so its a different beast, you most certainly will be at the top of the hill first, but you'll have to deal will people thinking "you're towing waaay too much with your crossover".
That said look for GVWR on your trailer with a max of 7700lbs. Towing will be fine but not as good as a vehicle designed from the onset to tow (ie: a 3/4 ton or 1 ton pickup. In my experience the Treg tows as well as most 1/2 tons.
The V10 has all the power in the world so its a different beast, you most certainly will be at the top of the hill first, but you'll have to deal will people thinking "you're towing waaay too much with your crossover".
Is the trailer open or enclosed and what type of front, V or aero vs flat? These factor in more than just weight and can it do it. The TDI will pull it up but may be at a higher RPM. Redline on the 09-10 is 4250 and let the engine and transmission determine what it wants to maintain speed going up. But coming back down is whole other thing to think about.
To OP: Please lookup the "what do u tow" thread and read that. I apologize, I don't know how to post the link here, you will have to look it up. Always get information from people who do tow and with the engine you are considering. There is something that happens when you experience towing with a Touareg yourself (sort of like giddy disbelieve). I was a doubter once (and still am a bit every time I hitch up and see the size of my 32' travel trailer versus my Treg).
Yes, some people will give you attention, but my experience has been most are curious and nice about it. I have yet to run into a rude person.
Yes, some people will give you attention, but my experience has been most are curious and nice about it. I have yet to run into a rude person.
I have pulled a 4500lb dry weight (about 5,500lb loaded) 26ft RV trailer for the last 2 years in the rocky mtns (high altitude) and the V6 TDI is a great SUV for towing. It's no big truck, but it does the job well. Also, even though the towing capacity is 7700lbs you need to plan on pulling less than that if you are at higher altitudes and you want to pay attention to the tongue weight of the RV vs. hitch. Only on the longer, steeper grades do I go below the speed limit. I could go the speed limit, but I want to keep the engine and transmission from getting too hot. The Touareg TDI is a very versatile vehicle!
You need to take into account the huge gulf in towing culture between North America and Rest of the World and the difference in usage of pickups - in North America, cars/SUVs often have half the towing limit of the identical vehicle in Europe or Australia and in North America the "norm" is to buy a pickup for towing duties.
In Europe, pickups are seen purely as commercial vehicles, not bought for leisure use and households prefer to buy multi-purpose vehicles rather than multiple single-purpose ones.
The LR Defender, and it's predecessors, originate from the agricultural market sector and have always been tow-rated at 3,500kg, the maximum permitted in UK and Europe for this class of vehicle. As LR expanded into Range Rovers, it was fundamental that they retained the Defender's off-road and towing capability, while adding luxury and performance on top. It's that market sector that the Cayenne, Touareg and Q7 were developed into and they don't fall short when it comes to towing.
It's worth highlighting that the bigger US pickups can't be driven on a car licence in Europe as they fall into the light truck category (although many are down-plated on import to permit such drivers).
It's a case of comparing like-with-like - compared to other premium/luxury SUVs, Touareg is at least their equal - comparisons to bigger light trucks aren't like-for-like, not globally anyway.
In Europe, pickups are seen purely as commercial vehicles, not bought for leisure use and households prefer to buy multi-purpose vehicles rather than multiple single-purpose ones.
The LR Defender, and it's predecessors, originate from the agricultural market sector and have always been tow-rated at 3,500kg, the maximum permitted in UK and Europe for this class of vehicle. As LR expanded into Range Rovers, it was fundamental that they retained the Defender's off-road and towing capability, while adding luxury and performance on top. It's that market sector that the Cayenne, Touareg and Q7 were developed into and they don't fall short when it comes to towing.
It's worth highlighting that the bigger US pickups can't be driven on a car licence in Europe as they fall into the light truck category (although many are down-plated on import to permit such drivers).
It's a case of comparing like-with-like - compared to other premium/luxury SUVs, Touareg is at least their equal - comparisons to bigger light trucks aren't like-for-like, not globally anyway.
Only point I'm trying to make is in North America people naively assume because large trucks are diesel powered, that means anything diesel = towing.
In the case of the VAG 3.0TDI this isn't the case at all...its designed for efficiency and drive-ability, not to be a tractor. Only thing it shares with HD pickups and heavy trucks is the type of fuel it burns - nothing else.
I would argue that the best towing engine in the Treg lineup is the gasoline-hybrid - it has more torque and much more HP than the TDI. In light of that, it most certainly would perform the best.
In the case of the VAG 3.0TDI this isn't the case at all...its designed for efficiency and drive-ability, not to be a tractor. Only thing it shares with HD pickups and heavy trucks is the type of fuel it burns - nothing else.
I would argue that the best towing engine in the Treg lineup is the gasoline-hybrid - it has more torque and much more HP than the TDI. In light of that, it most certainly would perform the best.
Something interesting: The aging VW Rialta and Winnebago RV's. I see them all over the place still. Camping I always try to talk to the owners and they are all very happy with them. Talk about a VR6 lugging around more than a Jetta all its life. Boy are these expensive for an old RV!!!! I figure if a 2.7 can do it, a 3.6 or a 4.2 eight cylinder can too...
As US Citizens, we tend to put RV and big full size truck together. Weight and size don't seem to matter. I see full size pickups with single axel ultra lights and hybrids (these are RV trailers with a tent on one end) that weigh in under 4,000 - 5,500 fully loaded. Many of these units could be pulled by a CUV, SUV, or crossover. But their owners either don't understand or care.
Pickups have their place, no doubt. I respect their capacity and wish I could own a nice full size Chevy, but I can't justify it and don't need it...and I own a 32' ultra light travel trailer.
As US Citizens, we tend to put RV and big full size truck together. Weight and size don't seem to matter. I see full size pickups with single axel ultra lights and hybrids (these are RV trailers with a tent on one end) that weigh in under 4,000 - 5,500 fully loaded. Many of these units could be pulled by a CUV, SUV, or crossover. But their owners either don't understand or care.
Pickups have their place, no doubt. I respect their capacity and wish I could own a nice full size Chevy, but I can't justify it and don't need it...and I own a 32' ultra light travel trailer.
Per request. No sway. No issues, pretty much rock solid. No power issues, I pass slower movers uphills. Only issue is making tight turns.
Attachments
The hitch weight on our Treg's is 10% per north american standard, the 8% on many Touaregs is the European standard. Comes down to lawyers and the EU being anti WD.
Attachments
Thanks for the pics.
Wow, your pulling a house there!
I heard a VW dealer tell me once that he pulled a 10,000Lb boat 87km to a marina with a 2012 TDI with no issues at all.
I found that hard to believe then he told me to turn around (in his office) and there it was. A framed picture on the wall.
I must say it looked comical, the size difference.
Then he tells me "Rest assured we don't do that to our cars were selling, that one's mine."
Wow, your pulling a house there!
I heard a VW dealer tell me once that he pulled a 10,000Lb boat 87km to a marina with a 2012 TDI with no issues at all.
I found that hard to believe then he told me to turn around (in his office) and there it was. A framed picture on the wall.
I must say it looked comical, the size difference.
Then he tells me "Rest assured we don't do that to our cars were selling, that one's mine."
I stand corrected. I also looked it up because I had read 8% prior, no idea if this is a long standing rule but: the minimum hitch weight must be 25kg or 4% of the loaded trailer weight and may not exceed 800kg. It looks like z Germans doubled the 4% for the 3,500kg (7,716lbs) for 280kg (616lbs) and neglected to look at min US culture until later on when people started bringing it up??? My source is: http://www.linguee.de/deutsch-englisch/uebersetzung/stützlast.html
For those who are planning to tow larger trailer, there are a lot of useful information over Airstream forum. Many AS owners towing with German SUVs. There is always the "only truck can tow" crowd that is trying to convenience the whole world that towing larger trailers with SUVs is not safe, not possible, etc.
I am planning to tow 33 ft Jayco trailer with BMW X5. The hitch is just being reinforced (look for Can-Am RV reinforcement) and ProPride WD hitch will be installed (ProPride = no sway).
I am planning to tow 33 ft Jayco trailer with BMW X5. The hitch is just being reinforced (look for Can-Am RV reinforcement) and ProPride WD hitch will be installed (ProPride = no sway).
We just climbed the west side Wolf Creek pass with our 2009 TDI and 5000 lbs travel trailer two days ago. The grade is up to 7.5 %. The speed limit is 45 miles per hour. It took about 15 to 20 minutes to climb this very long steep grade.
We had plenty of room on the throttle for more speed but choose not to speed. Kept the engine speed around 2500 to 2700 rpms. The engine temperature hovered around 220 degrees. Keep in mind the elevation of this pass is nearly 11000 feet.
The Touareg handed it just fine!
We had plenty of room on the throttle for more speed but choose not to speed. Kept the engine speed around 2500 to 2700 rpms. The engine temperature hovered around 220 degrees. Keep in mind the elevation of this pass is nearly 11000 feet.
The Touareg handed it just fine!
Black, I would concur with that. Had many long discussions with VW as well as VW parts warehouse. Many of the same part number, same part exactly, but different sticker indicating max tongue load: some 616 lbs others 770 lbs (280 kg / 350 kg). No one thought this was strange but myself. I picked one with 770 lbs (350 kg) written on a sticker and VWofA said "good, correct" just like that was the correct tongue weight; like the sticker is what was the determining factor. A piece of paper basically. Therefore I say it's the layers business, not some mechanical / structural bit. Maddening really. Of note: all that I saw were rated 7,716 lbs (3,500 kg) for towing.
I have huge respect for the engineers at most car makers - but then the local legal and marketing people get to work and change things out of all recognition.
My caravan (travel trailer) is 1500 kg (3307 lbs) will be towed by my upcoming Touareg with noseweight adjusted to 100 kg (6.7%) as that's the limit on the A-frame/hitch. I previously towed it with a Hyundai Santa Fe with noseweight adjusted to 80 kg (5.3%) as that is the car's legal limit. The caravan is fitted with automatic overrun brakes, a friction-damper hitch and an electric stability system that operates in emergency manoeuvres.
I haven't had any bad towing at 70+ mph with the Santa Fe and expect even less issue with the heavier, more powerful Touareg.
My caravan (travel trailer) is 1500 kg (3307 lbs) will be towed by my upcoming Touareg with noseweight adjusted to 100 kg (6.7%) as that's the limit on the A-frame/hitch. I previously towed it with a Hyundai Santa Fe with noseweight adjusted to 80 kg (5.3%) as that is the car's legal limit. The caravan is fitted with automatic overrun brakes, a friction-damper hitch and an electric stability system that operates in emergency manoeuvres.
I haven't had any bad towing at 70+ mph with the Santa Fe and expect even less issue with the heavier, more powerful Touareg.
You won't even know it is there. Watch this video of the Touareg's twin wrestling down a box trailer. That likely weighs even more than that. Be patient, the first half of the clip talks about Airstream, which really isn't my point. Link:
the trailer actually leaves the ground and the Cayenne wrestles it back down with little effort.
The Touareg is an excellent tow vehicle...I know it very well...my V8 towed for 30,000 miles of its life.
If you read the many posts, what you'll find is setup is key to any towing setup. 10% should be on the hitch, make sure you are within all your weight ratings on both vehicles (learn about GVWR, GCVWR, GAWR).
Don't go nuts though and make sure you use the right vehicle for the conditions.
Right tool for the right job, My touareg towed my Jayco exceptionally well and we enjoyed a number of amazing trips with it (30,000 miles worth). I would never for a second think about towing a heavy and long item with the Touareg however... (case in point 38' boat I had at the time behind a Ford I had at the time):
If you read the many posts, what you'll find is setup is key to any towing setup. 10% should be on the hitch, make sure you are within all your weight ratings on both vehicles (learn about GVWR, GCVWR, GAWR).
Don't go nuts though and make sure you use the right vehicle for the conditions.
Right tool for the right job, My touareg towed my Jayco exceptionally well and we enjoyed a number of amazing trips with it (30,000 miles worth). I would never for a second think about towing a heavy and long item with the Touareg however... (case in point 38' boat I had at the time behind a Ford I had at the time):
Attachments
I have been towing a 25ft Airstream Eddie Bauer with my 2013 Touareg and had no glaring issues. I use an "Equalizer" WDH and have a Prodigy 2 brake controller. The Airstream has a 830lb. tongue weight (spec, never measured this) hence the need for a WDH. I've been told by an extremely reliable source (VW trouble-shooting tech) that WDH's are frowned upon in Europe due to the problems they create with air suspension. I work for VW and needed a great family vehicle for skiing, mtn. biking, hiking etc. that's an amazing freeway cruiser. It's my wife's daily commutter that I periodically use for towing the Airstream. What could be better than a TDI Touareg. I traded up my 2013 Lux for a 2016 Exec as I was racking up the miles and the upgrades were excellent. As much as we loved the Lux as a vehicle we hated the key interface and it had the worst stock car audio I've ever heard. You'd find better in a base Yugo. To stay on point I live in SLC and have been as far away as Moab and Yosemite Natl' Park and the TDI did a marvelous job. Now if I was retired and camping and towing all the time I'd have a nice 1/2 ton Ford Eco-boost or GMC for the storage and stability etc.. For an SUV this size it does a hell of a job. Given the torque on the frame elements when using a WDH I was wondering if anyone has used spring chocks or replaced the stock struts with any kind of aftermarket air struts. Air-lift doesn't make bags for Touareg's as the springs are around the struts. Diesel Touareg's tow very well for their size but won't win any races. Who cares? How often do you really need a full size truck anyway unless you use one for a living?
trflan, Not sure if you are still participating, I was wondering if you still recommend the Equal-I-Zer WDH?
I have a 2013 Treg TDI and planning on installing the Equal-I-Zer.
I have a 2013 Treg TDI and planning on installing the Equal-I-Zer.
I'm not gonna tell people not to put a WDH on a Touareg - obviously lots of people have done it apparently with success. I just want to point out that there is a potential risk associated with it. And that VW is not just being obstinate when they say not to use one.
A tow hitch ball is what in structural engineering is called a pin or ball joint. It can transfer force (forward and back for pulling and stopping, up/down). It cannot transmit torques (rotational forces - trailer rotating relative to the car in both pitch and yaw, maybe a little roll).
The usual reason for designing with pin joints is that it makes the equations for static and dynamic equilibrium vastly easier to solve. Since torques aren't transmitted, the engineer only has to worry about the forces the trailer will impart on the tow vehicle. 3 variables instead of 6.
A WDH works by transmitting torques from the trailer to the tow vehicle. The tow bar system you've designed to be safe with 3 variables (the three torques being zero), is now encountering 6 variables. The results are unpredictable. It will probably be safe - pin joint designs generally have to be beefier because they're not using the material's strength against torque. This results in the torque at a pin being converted into lateral forces, and your structural members have to be designed bigger to withstand those higher forces compared to a rigid design. But you could encounter a corner case where this isn't so, and the structure will fail due to being subjected to torques which it was never designed to withstand.
This is what caused the Kansas City walkway collapse in 1981. The construction crew couldn't get the walkways to line up right, so they converted what was supposed to be a straight cable supporting all walkways (only forces up/down along the length of the cable), into offset cables. That introduced a torque into a structural member which was never designed to withstand torque, causing it to fail and the walkway to collapse, killing 114 people.
https://en.wikipedia.org/wiki/Hyatt_Regency_walkway_collapse
The tow bar on the Touareg is simply bolted on with 8 bolts. When you use a WDH, the entirety of any torque they impart has to be transmitted through nothing but those bolts. It's like holding a baseball bat by only its very end, and trying to swing it. There's a greater chance that you're going to break your hand (bolt) or the end off the bat (frame the bolt screws into) compared to if you added a second hand further up the bat.
Again, I'm not saying A WDH won't work. Just that you're taking on an unknown risk by using one. If you're going to put a WDH and/or anti-sway system on a Treg, I would highly recommend considering models which add reinforcement structures attached directly to the vehicle frame, and not just to the tow bar. Or have a mechanic weld on a reinforcement bar from the hitch receiver to the car frame. That will help the hitch transmit torque to the frame, alleviating much of the torque-induced stress on the attachment bolts. It acts like putting a second hand further up the bat.
http://www.clubtouareg.com/forums/f...forums/f66/maxing-out-tow-capacity-with-travel-trailer-134082-6.html#post757681
A tow hitch ball is what in structural engineering is called a pin or ball joint. It can transfer force (forward and back for pulling and stopping, up/down). It cannot transmit torques (rotational forces - trailer rotating relative to the car in both pitch and yaw, maybe a little roll).
The usual reason for designing with pin joints is that it makes the equations for static and dynamic equilibrium vastly easier to solve. Since torques aren't transmitted, the engineer only has to worry about the forces the trailer will impart on the tow vehicle. 3 variables instead of 6.
A WDH works by transmitting torques from the trailer to the tow vehicle. The tow bar system you've designed to be safe with 3 variables (the three torques being zero), is now encountering 6 variables. The results are unpredictable. It will probably be safe - pin joint designs generally have to be beefier because they're not using the material's strength against torque. This results in the torque at a pin being converted into lateral forces, and your structural members have to be designed bigger to withstand those higher forces compared to a rigid design. But you could encounter a corner case where this isn't so, and the structure will fail due to being subjected to torques which it was never designed to withstand.
This is what caused the Kansas City walkway collapse in 1981. The construction crew couldn't get the walkways to line up right, so they converted what was supposed to be a straight cable supporting all walkways (only forces up/down along the length of the cable), into offset cables. That introduced a torque into a structural member which was never designed to withstand torque, causing it to fail and the walkway to collapse, killing 114 people.
https://en.wikipedia.org/wiki/Hyatt_Regency_walkway_collapse
The tow bar on the Touareg is simply bolted on with 8 bolts. When you use a WDH, the entirety of any torque they impart has to be transmitted through nothing but those bolts. It's like holding a baseball bat by only its very end, and trying to swing it. There's a greater chance that you're going to break your hand (bolt) or the end off the bat (frame the bolt screws into) compared to if you added a second hand further up the bat.
Again, I'm not saying A WDH won't work. Just that you're taking on an unknown risk by using one. If you're going to put a WDH and/or anti-sway system on a Treg, I would highly recommend considering models which add reinforcement structures attached directly to the vehicle frame, and not just to the tow bar. Or have a mechanic weld on a reinforcement bar from the hitch receiver to the car frame. That will help the hitch transmit torque to the frame, alleviating much of the torque-induced stress on the attachment bolts. It acts like putting a second hand further up the bat.
http://www.clubtouareg.com/forums/f...forums/f66/maxing-out-tow-capacity-with-travel-trailer-134082-6.html#post757681
Another factor to consider in the Treg. It is not suitable for towing at the edge of it’s rating. I should qualify this - not “legally” aka insurance suitable. “Capable” with the TDI - more than capable - the TDI is a beast.
The WDH will transfer “payload” to the Treg. The Treg - especially those with a sunroof - does not have a lot of head room in this respect. (The sunroof wipes approx 100kg from the rated payload). Do the math, put the maximum on the tow ball, add in a full tank of fuel, add a couple of people and luggage, add a full size spare wheel (illegal over here to use a space saver when towing) and you are out of payload - this with nothing else in the car camping stuff etc and no kids in the back seat and no heavy adults either.
If I considering a Treg for towing do NOT option or buy one with the sunroof. I wish I had done the math before selecting this option.
Another cause for concern re sunroof. The max load on the roof is approx 100kg. The sun roof is an option (not included in the tare) - thus once you add the sunroof, you have zero payload capacity on the roof. So carrying spare tyres on the roof is a no no if you have a sunroof.
Tow considerably under the maximum rating and many issues disappear (some do not). So the 3500kg / 280 kg rating has a lot of caveats on it.
With respect to Air suspension - one issue is how do you set the WDH up? This has been discussed in the Aussie forum and the best method of adjustment I have heard is that you must put the car in jacking mode, adjust the WDH to level the car then turn off jacking mode. Adjusting the WDH with air suspension active means unknown forces are transmitted to the car as the car will always be level and adjustments to the WDH are basically pure guesswork.
The WDH will transfer “payload” to the Treg. The Treg - especially those with a sunroof - does not have a lot of head room in this respect. (The sunroof wipes approx 100kg from the rated payload). Do the math, put the maximum on the tow ball, add in a full tank of fuel, add a couple of people and luggage, add a full size spare wheel (illegal over here to use a space saver when towing) and you are out of payload - this with nothing else in the car camping stuff etc and no kids in the back seat and no heavy adults either.
If I considering a Treg for towing do NOT option or buy one with the sunroof. I wish I had done the math before selecting this option.
Another cause for concern re sunroof. The max load on the roof is approx 100kg. The sun roof is an option (not included in the tare) - thus once you add the sunroof, you have zero payload capacity on the roof. So carrying spare tyres on the roof is a no no if you have a sunroof.
Tow considerably under the maximum rating and many issues disappear (some do not). So the 3500kg / 280 kg rating has a lot of caveats on it.
With respect to Air suspension - one issue is how do you set the WDH up? This has been discussed in the Aussie forum and the best method of adjustment I have heard is that you must put the car in jacking mode, adjust the WDH to level the car then turn off jacking mode. Adjusting the WDH with air suspension active means unknown forces are transmitted to the car as the car will always be level and adjustments to the WDH are basically pure guesswork.
Yet another segment of this discussion is that it's also easy to over load your rear axel when loading (especially if you do not use WD).
Re WD: The static load transfer is only about 100 lbs with WD, however this percentage during real time driving and braking is much greater. Indeed the dynamic load transfer is sufficient to keep the rear axel from sagging enough to take weight off the front axel. I can really feel the difference turning during braking with or without WD because of this.
Air suspension doesn't transfer weight but looks good when towing (doesn't allow for sag). To be blunt: I do not understand how air plus WD works...if it is good, bad, or does nothing. That said, I don't think it can react fast enough to sudden load changes...where WD really shines... too many variables for my brain here with the air plus WD combination.
Here are a few of my favorite Treg pictures. This poor thing was driven off a cliff and spent weeks if not months in the ocean being beaten against the rocks before it was fished out as part of a murder suicide investigation. Note that the floor of the Treg is still completely straight and that the aftermarket hitch is still bolted tight. To me this picture is a visual of how strong the unibody plus frame are together such as is the case of the Treg with the frame rails being sandwiched between a top and bottom floor plate. I know this appears to have little to do with towing, but this is what you are fastening on to when you hitch up...it is my opinion the thing can easily take dynamic forces from WD.
Re WD: The static load transfer is only about 100 lbs with WD, however this percentage during real time driving and braking is much greater. Indeed the dynamic load transfer is sufficient to keep the rear axel from sagging enough to take weight off the front axel. I can really feel the difference turning during braking with or without WD because of this.
Air suspension doesn't transfer weight but looks good when towing (doesn't allow for sag). To be blunt: I do not understand how air plus WD works...if it is good, bad, or does nothing. That said, I don't think it can react fast enough to sudden load changes...where WD really shines... too many variables for my brain here with the air plus WD combination.
Here are a few of my favorite Treg pictures. This poor thing was driven off a cliff and spent weeks if not months in the ocean being beaten against the rocks before it was fished out as part of a murder suicide investigation. Note that the floor of the Treg is still completely straight and that the aftermarket hitch is still bolted tight. To me this picture is a visual of how strong the unibody plus frame are together such as is the case of the Treg with the frame rails being sandwiched between a top and bottom floor plate. I know this appears to have little to do with towing, but this is what you are fastening on to when you hitch up...it is my opinion the thing can easily take dynamic forces from WD.
Attachments
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
-
?
