Towing a 19' R-POD with a 2022 Quad R1T, a sobering expereince

[Lil'O Annie]

This is what we got on a couple of our trips this summer pulling our 3500lb Aliner AMP with our 2022 R1T Quad, 20"AT. We also had our two pontoons in the back. We usually drive 65 hwy and 55-60 non-hwy. For some reason the Rivian trailer weight estimate is usually between 4000-5000lbs even though we know the trailer fully loaded is around 3500.

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[csharp]

As others have said, speed is your enemy here. Slow down to 65 and you could probably make that trip with just 1 fill up.

 

[TSK]

For what it's worth, we tow a 27FB Airstream (7600 lbs.) and run 1.3-1.6 miles/kWh. With our Ford F150 and a 5.0 V8, we get around 11 mpg. Thus, comparing cost of electricity at level 3 chargers (at 36 cents/kWh) and gasoline ($4.20/gallon, in Oregon) the R1T is still less expensive (by 33-41%) for energy even if you just use fast chargers. Oregon still has common 55mph speed limits (which we drive most of the time) which helps, but we also have lots a elevation changes. We home charge (at 8 cents/kW or use the campground 30/50-amp service, while traveling). For us nothing tows like the Rivian.

 

[R1Thor]

4 motors or 2 motors, the effeciency lost between that difference is relatively small compared to the additional aero load of a trailer.

HP is a "draw" based on demand, not a constant delivery based on rating. There is a particular amount of HP "draw" that is required to move a pickup with a trailer at a certain speed, regardless of how many motors are used. The quad might have more invertor losses, and likely slightly less driveline losses (no differential to sap power), but, in general, should consume similar power as the dual.

This.
Exactly this.

W = F x d
(Work = Force x d)
It has zero to do with how many motors are engaged. You have to do the same amount of work regardless. Whether that power is coming from 2 motors or 4 is going to be arbitrarily small (and associated only with drivetrain loss). Even the delta between 'conserve' and 'all-purpose' on the original QMs is almost negligible; insofar I practically never engage conserve. And honestly, my read on why conserve saves more energy is simply that it's not giving you all the available power, so we're less likely to be accelerating aggressively (constant accel/decel is worse than a slow gradual acceleration and then velocity maintenance).

I think this subject has been evaluated relatively accurately.
It's a cross-sectional area calculation.
Sure, adding 'smoother' edges 'helps,' but it's another relatively small metric. When we do force calculations for windshear, it is the area 'normal to' the wind. Which is going to be your overall cross section. What's going to make it slightly worse is that your cross section is 'broken up.' That is, your truck pushes the wind out of the way, but then the current wants to reconverge behind the vehicle, so a portion of that air has to 'hit' and move around the trailer a second time (not AS bad as the first: think like geese flying in formation).

The only other variable in that equation is drag coefficient which IS shape dependent, but typically requires the entirety of the dimension to have some type of angle that improves the flow of air around the trailer. If I were doing a calculation on your trailer, I'd look at the front of it as a rectangle.

 

[chrisw]

I tow a 17’ cones trailer, ~4000 loaded according to the truck. If I tow at 70, I get about 1.04. Slow down and keep it under 65, and I’ll get over 1.4

 

[SwampNut]

We have the 20’ R-POD (under the parent company name, Passport) and get slightly less loss. It’s 3500 on the road, but weight has almost no effect on EV range if you have and use full regen. I keep speeds to between 65 and 72, it gets terrible above that. I also run the battery down way farther for fewer stops.

 

[teartags]

We have a boxy 5000 lb GVWR Escape 19 ft trailer. It has dual axles, which further hurts the towing range. We use our R1T (max pack, off road package) and a Sprinter 2500 V6 diesel van as tow vehicles. In our R1T testing, we get 1.0-1.2 miles/kWh when towing at Interstate speeds ~ 65 to 70 mph. We get 1.3-1.5 miles/kWh towing at 55 mph. When not towing on a recent trip, we averaged 1.7-1.9 miles/kWh at Interstate highway speeds. The towing efficiency hit is about 40%, and we plan charging every 100 to 120 miles. For the Sprinter we get 11-12 mpg when towing at Interstate highway speeds. When not towing we get 17-19 mpg. So the towing mileage hit is about the same, nearly 35-40%.

I just picked up this same camper, except I think mine is the older model (2016) so is a bit curvier. I've only done a few trips with it so far. First 2 were short (1 hour) and flat. I averaged 1.6 kW/h. Next one was 5 hours through the CO mountains. I kept 65 mph on the way there and got around 1.5 kW/h. On the way back I bumped it to 67-70 and got 1.35 kw/h.
I'm in a DM and usually average 2.2-2.3 everyday driving. Without a trailer on highways I drive fast. So I can't really compare those.

 

[KurticusRex]

Picked up a 19' R-POD thinking it was a bit smaller and wouldn't cut into the range loss as much.

Trailer:
* 19' Length, kind of high
* ~ 2500 lbs
* Sway control bar attached, mid friction

Trip:
* 214 miles total
* 75F outside
* 70 mph freeway for most of the trip with ~400m elevation incline over the full length of the trip.
* clear weather, low wind.
* Left at 100% SoC

Range estimates:
* Range estimates seemed fairly accurate. They were pessimistic, but fairly accurate.

Untrailered Charging:
* Normally 1 DCFC stop. ($20)

Charging with trailer:
* 3 DCFC charging stops to 70-80%
* Overall cost: ~$60 (~$20 per session)
* Arrived home with 35% SoC.
* 1 hour added onto a normally 4 hour journey with all the extra charging.

The R1T pulled the trailer like a dream, however the charging stops started to get annoying. This wasn't a *long* journey, but the R1T sucked down energy pretty rapidly pulling something with height above the cab.


Overall:
The R1T pulled the trailer easily, but i feel like the wind resistance of the trailer being higher than the cab created some large / heavy range impacts. My hope getting into this trailer was the "rounded shape" would help. It didn't seem to

I tow a 2500 lb Casita regularly. 65 mph highway cruise. 1.3-1.4 routine Miles/kWH. When i’m in the country/rural areas doing 60 i get 1.5-1.6. Doing 55 i get 1.7-1.8. 70 mph i think is really killing your efficiency.

Nice Rpod. My buddy had one for a few years before he upgraded to a single axle AirStream.

 

[antimatter]

I, on the other hand, have an InTech Flyer Explore that is shaped like a brick. Aero really drives what kind of range I get, and on a recent trip I got 1.05 kwh/mile on the way to the destination and 1.20 kwh/mile on the way back, going 60 mph both ways. The difference was entirely a steady headwind on the way down, and the same wind as a tailwind on the way back. I can deal with that, personally, but the lack of trailer-friendly chargers really handicapped me, and I ended up unhooking once each way to get a charge.

 

[SwampNut]

I can deal with that, personally, but the lack of trailer-friendly chargers really handicapped me, and I ended up unhooking once each way to get a charge.

And then there are the assholes who take the trailer space without one, since it's easier/lazier.

 

[antimatter]

And then there are the assholes who take the trailer space without one, since it's easier/lazier.

In one case, a set of Blink chargers at a Ford dealership were blocked by a fellow with a Mustang (not a Mach-e) who was having some sort of quick examination done by a mechanic. And he was parked squarely between the two chargers. But, yeah, I often see Tesla sites that have one offset charger that always seems taken by a regular car, usually a ride-share driver. Sigh.

 

[HaveBlue]

All the issue with range and towing has me thinking to go back to a tent when I sell my gas truck and small 5th wheel trailer.
Not an easy decision. Can always get a room when needed too.

Honestly the R1S is also the most comfortable sleep my wife and I've had in a car when it was just the two of us.

 

[SwampNut]

RVs support a lot more than just sleeping. We can work remotely and camp willy-nilly, mid week or whatever, with Starlink and an RV. In most any weather. Not car camp though.

Also, I just want a weather-controlled living space a lot of times. And a shitter.

 

[gklott]

Just returned from a 103 mile trip towing our Escape 19. See image for configuration. R1T Dual, Max, Off road, Tune M1 topper, and Escape 19 in tow. Luckily, we did not need to unhitch to charge. Departed this Tesla charger at 90%. Consumed 96.7 kWh, ending at 22%, including about 15 minutes parked with Pet Mode. Temps in upper 90º. Average speed 49 mph, max 60 mph. Elevation +316 ft. going out, , -302 ft returning. That’s 1.07 miles/kWh, or 1.5 miles/battery %. Experience towing Escape 19 without Tune M1 topper has been 1.1 to 1.2 miles/kWh. Weighed at CAT Scale at mid point. Gross combined weight 12,380 lbs. Max rear axle weight 4880 without WD Hensley Cub hitch, 4720 rear axle weight with WD engaged. Our R1T GAWR 4960. Total R1T front+rear axles weight with WD hitch engaged 8320, with our GVWR 8532. Energy, mileage, and time values are via R1T energy screen and details via ElectraFI.com.

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