EV Truck Towing Range & Cost-Per-Mile Penalty (2026): What the Real Tow Tests Show

A diesel pickup that drinks 22 mpg empty and 11 mpg towing just visits the pump twice as often. An electric truck that does 2.2 miles per kilowatt-hour empty and 1.0 towing has to rewrite the whole road trip. Here is the range you actually get, the cost per mile you actually pay, and where the EV's famous fuel-cost advantage quietly disappears.

By Liam Whitcombe, EV Ownership & Running-Cost Analyst · Published 29 June 2026 · Figures current to Q2 2026

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Two numbers tell the whole story. Pull a sizable trailer behind an electric pickup at highway speed and you should expect to lose 40 to 60 percent of its rated range [1]. And once you are leaning on public DC fast chargers to put that energy back, the truck's cost per mile can climb to roughly $0.43 — level with, or above, a diesel doing the same job [15][16]. Both facts are inconvenient, both are well documented, and together they explain why an electric truck can be a brilliant tow vehicle within 100 miles of home and an exhausting one on a 600-mile haul.

This is not an anti-EV piece. The same trucks that struggle on a long tow are cheaper to run than anything with a tailpipe when they charge at home, and a couple of them out-tow a diesel on raw capability. But "how much does towing cost" is the question buyers actually ask, and the honest answer is conditional: it depends on the trailer, the speed, the weather, and above all on where the electrons come from. This piece pulls those variables apart using the instrumented tow tests — Car and Driver, Edmunds, InsideEVs, Consumer Reports — and the published energy and fuel prices, then reassembles them into figures you can plan a trip around.

How much range an EV truck really loses when towing

Real-world range loss when towing runs 40–60 percent for a typical trailer at highway speed, and reaches roughly two-thirds for a heavy, boxy one [1][21]. That is the single most important number in this whole subject, and it is remarkably consistent across independent tests. Manufacturers themselves quote "approximately 50 percent of the non-towing range" when hauling up to 80 percent of maximum capacity [1], and the independent results cluster right around — and often below — that figure.

The cleanest demonstration is Car and Driver's three-truck test, because it removes every variable except the truck. A Ford F-150 Lightning Platinum, a Rivian R1T and a GMC Hummer EV each pulled the same 29-foot, 6,100-lb camper at highway speed. The Lightning managed 100 miles on a charge, the R1T 110 miles, and the Hummer 140 — all of them less than half of their EPA ratings of roughly 300 miles or more [1]. Consumer Reports, towing nearer maximum capacity, found the Rivian and Lightning falling to "closer to one-third" of their EPA range when pulling 10,000 lbs [1][2].

What that means in practice is a usable towing radius of roughly 50 miles before you should be thinking about the next charger — because you do not run a battery to zero with a trailer attached any more than you run a diesel tank to fumes. A truck that does 110 miles on a tow charge is realistically a 50-mile-out, 50-mile-back machine on a single charge, or a chain of 90-mile hops with a charging stop between each [22][26]. For comparison, a diesel pickup towing the same camper covers 250 to 300 miles between fill-ups and refuels in five minutes.

It is worth separating towing from hauling, because they hit range differently. AAA's instrumented study loaded an F-150 Lightning with 1,400 lbs of sandbags in the bed and saw range fall 24.5 percent, from 278 to 210 miles [18]. That is payload — weight without a trailer's wall of aerodynamic drag — and the penalty is roughly half what towing inflicts. The lesson is that the trailer's shape matters far more than its mass once you are at speed.

The percentage figures are remarkably stable across methodologies, which is what gives them authority. Kelley Blue Book's review of the early tow data concluded EV trucks lose more range to hauling than gas trucks do in absolute terms because they have less to give [19]. Edmunds framed the same finding as towing adding roughly 27 percent to energy use in a moderate test and far more in a heavy one [3][33]. Recharged's aggregate of owner logs settles on the same 40–60 percent planning band, widening toward two-thirds for tall trailers in cold weather [36]. The convergence matters: when a manufacturer estimate, an instrumented magazine test, a consumer-advocacy study and a pile of owner logs all land in the same range, you can plan a trip on it. The single safest rule for a first tow is to assume you will see half of your EPA range, then adjust up only after your own truck and trailer prove they can do better [21][36].

Why towing punishes an EV harder than a gas truck

Towing punishes every vehicle through the same three forces — aerodynamic drag, rolling resistance from the added mass, and the extra motor load to overcome both — but it is the refuelling, not the physics, that makes an EV feel the pain more [25]. The energy penalty itself is broadly similar in percentage terms to a gas truck's: both an electric and a diesel pickup lose a big chunk of their efficiency hauling a 7,000-lb box through the air.

The dominant force at highway speed is aerodynamic drag, and that is the part people underestimate. Rolling resistance rises roughly in proportion to mass, so doubling the load roughly doubles it — but aerodynamic drag scales with the square of speed, and a tall trailer presents an enormous frontal area [25]. This is why towing tests show speed mattering so brutally: in one F-150 Lightning trial, lifting the pace by just 10 mph cut range from about 130 miles to 100 [6]. A boxy travel trailer at 70 mph is close to the worst case; a low, aerodynamic camper at 60 mph is close to the best.

So if the energy penalty is similar, why does the EV story feel so much worse? Two structural reasons. First, an EV starts with far less usable energy on board relative to its consumption: a big-battery truck holds the energy equivalent of perhaps two to three gallons of diesel, so halving its efficiency bites into a small reserve. Second, and decisively, refuelling is slow. A diesel that drops from 22 to 11 mpg simply stops at the pump twice as often for five minutes each [27]. An EV that drops from 2.2 to 1.0 mi/kWh has to find a working DC fast charger every 100–150 miles and sit there for 30 to 45 minutes [22][33] — and, as Edmunds found, public chargers are usually in tight bays that force you to unhitch the trailer first [33]. The cost in time is where the EV penalty really lives, and no spec sheet shows it.

Truck by truck: the real-world towing numbers

The numbers vary enough between trucks that the choice of vehicle genuinely changes the trip, so here is each one against the published tow tests. The pattern is that battery size sets the ceiling and trailer aerodynamics set how close you get to it.

EV truck (2026)	Solo EPA range	Real-world towing range	Trailer in test	Towing energy use	Towing $/100 mi (DC fast)
Ford F-150 Lightning ER	~300 mi	100 mi	6,100-lb camper	~100 kWh/100 mi	~$45
Rivian R1T	~328 mi	110 mi	6,100-lb camper	~110 kWh/100 mi	~$50
GMC Hummer EV	~329 mi	140 mi	6,100-lb camper	~95 kWh/100 mi	~$43
Tesla Cybertruck	~325 mi	103–160 mi	5,500-lb / aero e-camper	~79 kWh/100 mi	~$35
Chevrolet Silverado EV	~450 mi	163 mi	11,000-lb trailer, 75 mph	~120 kWh/100 mi	~$54
GMC Sierra EV (Max Range)	~460 mi	224 mi	28-ft Airstream, 62 mph	~80 kWh/100 mi	~$36

The Ford F-150 Lightning is the most-tested and the most sobering. Beyond Car and Driver's 100-mile result, InsideEVs and owners towing real travel trailers have logged 100–150 miles per charge: about 115 miles with a 3,140-lb trailer and 100 miles with a 5,260-lb camper in one test [6], and Ford's own winter-towing work confirmed the truck recalculates range aggressively once a trailer is hitched [13]. An extended-range Lightning rated at 320 EPA miles realistically delivers 120–180 miles pulling 5,000–7,000 lbs at highway speed [6][14]. Edmunds clocked it at about 1.0 mile per kWh towing, against roughly 2.0+ unladen [3].

The Rivian R1T behaves almost identically — 110 miles in Car and Driver's test, around 0.9 mi/kWh in Edmunds' tow test, the slightly thirstier of the pair [1][3]. Recharged's analysis puts a heavy, boxy tow at up to a two-thirds range loss, with a quad-motor R1T pulling ~6,100 lbs at 70 mph landing near 110 miles [12]. Unladen, the R1T is genuinely efficient — InsideEVs saw nearly 300 miles in a 70 mph range test on all-terrain tires [5][34] — which makes the towing drop-off all the more stark.

The Tesla Cybertruck is the wild card. Owner tow logs show it burning 788 Wh per mile pulling a 5,500-lb trailer — roughly triple its unladen rate — for about 103 miles on a charge [11]. With a heavier, taller load it has come in worse: in one widely cited run it towed the Bowlus electric camper just 160 miles, less than half its unladen range and behind a Tesla Model X on the same trailer [9][10][35]. Its saving grace is the Supercharger network, which makes the short hops between charges less painful than on other brands [16].

The Chevrolet Silverado EV and GMC Sierra EV rewrite the ceiling because they start with so much more battery. The Silverado EV Work Truck Max Range out-ranged every EV in Edmunds' standard test [31], and towing an 11,000-lb trailer — above its 10,000-lb rating — at around 75 mph it still covered 163 miles with range to spare [8][30]. The Sierra EV is the towing-range champion of the group: one owner pulled a 28-foot Airstream 224 real miles at 60–65 mph and still had 14 percent battery left, no charging stops [23]. That last result is the proof point for aerodynamics and speed — an efficient camper towed gently nearly doubles what a boxy trailer at 70 mph allows. The GMC Hummer EV, despite its bulk, managed 140 miles in Car and Driver's test thanks to its enormous pack [1][29].

The cost-per-mile penalty: where the EV advantage disappears

Towing roughly triples an electric truck's energy use per mile, and the cost consequence depends almost entirely on where you plug in — at home the EV stays cheap, on public DC fast chargers it loses its edge. Start with the unladen baseline so the penalty is clear. At the US average home rate of about $0.16/kWh, these trucks cost roughly 6 to 8 cents a mile to run normally: the Rivian R1T about $0.062, the Cybertruck $0.069, the Lightning $0.075 and the Silverado EV $0.080 per mile [15]. Against a 20-mpg gas truck at $3.91/gallon — about $0.20 a mile — that is a commanding win [15][24].

Now hitch the trailer. Towing energy use jumps from roughly 40–50 kWh per 100 miles to around 90–110 kWh per 100 miles [11][15]. At home, even that is manageable: at $0.16/kWh a 95 kWh/100-mile tow costs about $0.15 per mile, and on a $0.12/kWh off-peak EV tariff it falls to roughly $0.11 per mile [15][32]. Towing on home power is still cheaper than running a gas truck empty. The problem is that you rarely tow long distances on home power.

On public DC fast charging, the math flips. At a typical 2026 rate of $0.45/kWh, that same 95 kWh/100-mile tow costs about $0.43 per mile; at $0.40/kWh, about $0.38 [15][16]. CostToCharge's worked example puts a heavy 75 kWh/100-mile tow at $33.75 per 100 miles on DC fast charging — and a genuinely boxy trailer pushes energy use and cost higher still [15]. Autoblog reached the same conclusion from the Cybertruck angle: at Supercharger rates around $0.40/kWh its cost per mile climbs to roughly 16–17 cents unladen, and towing layers more kWh and more public-charging exposure on top [16]. The takeaway is blunt: the electric truck's running-cost advantage is a home-charging advantage. Move the energy purchase to a fast charger on a tow trip and it largely evaporates.

EV vs diesel: the towing cost showdown

Against a diesel, the electric truck wins decisively at home and loses narrowly on the road — there is no single answer, only a charging-location answer. The diesel benchmark first: US on-highway diesel averaged $4.83 a gallon in late June 2026, with gasoline at $3.91 [24]. A heavy-duty diesel towing a big trailer realistically returns 10–12 mpg, against 16–20 mpg unladen, per consistent owner data [27]. At 11 mpg and $4.83, a diesel costs about $0.44 per mile while towing. A half-ton gas truck at 10 mpg and $3.91 lands near $0.39 [24][27].

Line those up against the electric truck and the crossover is obvious. Towing on home electricity ($0.11–0.15/mile) undercuts the diesel by two-thirds to three-quarters — if you could somehow tow your whole trip on home power, the EV would be dramatically cheaper to fuel [15][28]. But towing on DC fast charging ($0.38–0.43/mile) sits right on top of the gas truck and just under the diesel. The honest verdict, echoed by Rizon and Autoblog, is that an electric truck "can lose its cost advantage when most energy is bought from higher-priced DC fast chargers" [16][28]. For a contractor who charges at the depot overnight and tows locally, the EV is far cheaper. For a family towing a 28-foot trailer 500 miles to a campground on public chargers, the fuel savings shrink to little or nothing — and that is before the time cost.

Put it on a concrete trip to make the abstraction real. Take a 500-mile haul with a 7,000-lb travel trailer. A diesel at 11 mpg burns about 45 gallons at $4.83, or roughly $220 in fuel, in one or two five-minute stops [24][27]. An electric truck at 95 kWh/100 miles needs about 475 kWh. Bought entirely on DC fast charging at $0.45/kWh that is about $215 — a dead heat with the diesel on money, but spread across four or five charging stops totalling two to three extra hours [15][22][33]. Charge that same trip at home before leaving and top up at $0.16/kWh destination chargers and the energy bill falls toward $80–100 — less than half the diesel — but few 500-mile routes let you avoid fast chargers entirely [15][32]. The further and faster you tow, and the more you depend on public power, the more the EV's fuel saving erodes.

There is one nuance worth stating fairly. On a low, aerodynamic trailer towed at moderate speed, an efficient big-battery EV like the Sierra EV can beat even a diesel on the road, because its energy use stays near 80 kWh/100 miles and it can charge at home before departure [17][23]. PickupTruckTalk's Sierra EV camper test made exactly that case [17]. The cost outcome is genuinely trailer- and route-dependent, which is why a single headline number misleads.

The hidden cost of time: charging stops while towing

The cost that never shows on a spreadsheet is time, and towing multiplies it — an electric truck that needs a charge every 100–150 miles turns a one-stop diesel day into a four- or five-stop one. Even unladen, long EV-truck trips are stop-heavy: one 1,000-mile Cybertruck run required 11 Supercharger stops, because the charging curve slows sharply above 50 percent and the efficient move is many short top-ups rather than few long ones [22]. Add a trailer and the cadence tightens to every 90–120 miles [12][26].

Each stop is not just the 20–45 minutes of charging [26][33]. Because public fast chargers are laid out for cars in tight bays, you frequently have to unhitch the trailer to reach the cable and re-hitch when you are done — Edmunds flagged this as one of the three big real-world problems with towing electric [33]. There is also no equivalent of a quick splash-and-go: an 800-volt truck like the Sierra or Silverado can add 100 miles in 10 minutes unladen, but towing roughly halves that to 40–60 miles per 10 minutes because the energy goes into the trailer's drag, not just the truck [29]. The financial translation is real even if it is soft: a haul that takes a diesel eight hours can take an electric truck ten or eleven, and for a working truck that is billable time.

When an EV truck still makes towing-cost sense

An electric truck is the cheapest tow vehicle on the market — but only inside a specific envelope: home or depot charging, trips under roughly 150 miles, and trailers towed at moderate speed. Inside that box the economics are excellent. Local landscaping, contracting, boat-launch runs, weekend campground trips within an out-and-back radius, and any operator with overnight charging all capture the full $0.11–0.15/mile home-charging cost and the EV's low maintenance, while never touching an expensive fast charger [15][17]. For a huge share of real towing — which is short-haul and repetitive — that is the actual use case, and the EV wins outright.

The box is where it gets expensive. Long-distance towing on public chargers, boxy trailers at 70+ mph, cold weather, and mountainous terrain all stack the energy penalty and force you onto $0.40–0.45/kWh power [21][30]. In that scenario the EV's fuel cost matches or exceeds a diesel's, and the time penalty makes it a worse tool for the job today — not because the truck is incapable, but because the public charging network is not yet built around vehicles that are 60 feet long with a trailer and need a pull-through stall [30][33]. The Autopian's verdict on the Silverado EV — that it "tows like a diesel truck, but America isn't ready for it yet" — captures the gap precisely [30].

How to cut the towing penalty and its cost

Four levers move the towing penalty, and the first two are free. Slow down: dropping from 70 to 60 mph can recover 20–30 percent of lost range because aerodynamic drag falls with the square of speed [6][25]. Pick an aerodynamic trailer: the Sierra EV's 224-mile Airstream run versus the Lightning's 100-mile boxy-camper run is almost entirely a shape-and-speed story, not a battery one [1][23]. Between them, those two choices can be the difference between charging every 90 miles and every 180.

The other two levers are about where the energy comes from. Charge at home or at a depot before you leave, and prioritise destination charging (campground, hotel, marina) over highway fast chargers — that keeps your per-mile cost near the $0.11–0.15 home figure instead of the $0.43 fast-charge figure [15][32]. And plan the route around real pull-through fast chargers so you are not unhitching at every stop; apps and Tesla's trip planner help, but towing trip-planning still demands more thought than a diesel's "drive until empty" [22][26]. None of this makes a 600-mile boxy-trailer haul cheap or quick on an EV in 2026. But for the towing most people actually do, these four moves keep the electric truck firmly in the column where it is the cheapest, quietest and lowest-maintenance way to pull a load.

The uncomfortable truth underneath all of it is that an electric truck's towing economics are a tale of two networks. At home, plugged into cheap overnight power, it is the cheapest tow vehicle you can buy. On the public fast-charging network, towing a big trailer across a state, it costs as much to fuel as a diesel and takes longer to get there. The trucks are ready. The charging map, for long-haul towing, is not — yet.

For now, the smartest buyers match the truck to the task rather than the marketing. If your towing is short, repetitive and home-charged, an electric pickup is already the cheapest and most pleasant way to do it. If it is long, fast and dependent on the public network, keep your expectations — and your trip plan — honest, and budget the time as carefully as the dollars [15][33].

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Common questions

How much range does an EV truck lose when towing? Plan on losing 40–60 percent of rated range with a sizable trailer at highway speed, and up to two-thirds with a heavy, boxy one [1][21]. In Car and Driver's test, three EV trucks rated for 300+ miles managed only 100–140 miles pulling the same 6,100-lb camper [1].

Why does towing hurt an EV more than a gas truck? The energy penalty is similar in percentage terms, but an EV starts with less usable energy and refuels far more slowly [25]. A gas truck dropping from 22 to 11 mpg just visits the pump twice as often; an EV at 1.0 mi/kWh has to stop every 100–150 miles for a 30–45 minute charge [22][27][33].

Is it cheaper to tow with an electric truck or a diesel? It depends entirely on where you charge. Towing on home electricity costs roughly $0.11–0.15 per mile, far below a diesel's ~$0.44 [15][24]. But towing on public DC fast charging at $0.40–0.45/kWh costs about $0.38–0.43 per mile — level with or above diesel [15][16].

Which electric truck tows the farthest? The Chevrolet Silverado EV and GMC Sierra EV with the Max Range battery, because they start with ~450–490 miles of capacity; both have towed 160–224 miles per charge depending on trailer [8][23][31]. Aerodynamic trailers at 60–65 mph cut the penalty sharply.

How often do you have to charge an EV truck when towing? Roughly every 100–150 miles of towing, versus 250–300+ miles between fuel stops for a diesel [22][26]. Because public chargers sit in tight bays, you often have to unhitch the trailer to plug in, adding time on top of the charge [33].

Does towing damage an EV battery? No more than any heavy use. Towing draws high power and generates heat, which EV thermal-management systems are built to handle [20]. The bigger day-to-day cost is energy and time, not battery wear.

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© 2026 ChargeCostLab. Independent EV running-cost analysis. Figures reflect data available to Q2 2026 and will change as tariffs, fuel prices and trucks evolve. Towing range and cost depend heavily on trailer shape, speed, weather and terrain; treat all figures as careful estimates. This article is informational and not financial advice. Last reviewed 29 June 2026.