Audio Article: Tow Challenges and Tips for Handling EVs
Tow Challenges and Tips for Handling EVs
From the July 2022 Issue of Tow Times Magazine
Last year there were 62 different electric vehicle (EV) models on U.S. roads, according to the Electric Power Research Institute. Another recent report states that number is expected to nearly double this year alone, representing a challenge for the tow industry.
Jumpstart Procedures
The first is that they’re not “standardized.” Internal combustion engine (ICE) vehicles, at least in terms of towing and roadside, are relatively similar model-to-model within their respective OEM manufacturer. Even if not familiar with a particular model, an adept tow operator can figure out where to make connections for loading or to retain the vehicle, mechanical park releases are available in many models, jumpstarts are more or less straightforward, etc.
With EVs, this isn’t necessarily true. Jumpstart procedures, for example, can vary widely. An operator must first determine: is it out of charge on the high-voltage (propulsion) side, or is it an issue with the 12-volt side? With the high-voltage side, you’re towing the vehicle unless your operation is equipped with a mobile charging solution. If it’s the 12-volt side, you may be able to jumpstart the vehicle. Some manufacturers specify a lithium ion jump box, while others require an absorbed glass material (AGM)-style. Either way, diode protection is an absolute must.
Even different manufactures within the same parent auto group can differ widely. In some cases, a 12-volt field jumpstart may be directed. In others, towing to a service facility with trained personnel to trickle charge the vehicle to restore the flat 12-volt battery is required. Making matters more complicated, in some cases, there can be two clear battery connections, or remote jump posts, leading the operator to believe the field jump is straightforward, despite OEM guidance to the contrary.
This lack of commonality holds true across many aspects of the vehicle. Some vehicles have eliminated the door lock cylinder in favor of all-electric exterior door handles. This design feature requires remote external “jump leads” be fitted to the platform in the event the 12-volt battery needs a jump source to simply access the vehicle.
EV drive architectures have also changed, and again, vary widely. With ICE vehicles, it’s typically straightforward to get the vehicle into neutral. On many platforms, there is a mechanical park release to aid the operator in achieving neutral. With EVs, those mechanical park overrides no longer exist. In fact, the transmission as we know it no longer exists. “Park” on many EV models is now nothing more than an electronic activation of the braking system, usually on the rear axle.
Towing with Wreckers and Dollies
Towing EVs with a wrecker and dollies comes with its complications as well. Considering the increased curb weights of EVs over ICE vehicles, operators should pay close attention to wheel dolly ratings, upgrade as necessary, and minimize or eliminate long-haul EV tows on dollies. Operators accustomed to “running deep” in the dollies — with the axles set as far apart as possible — will need to revisit this practice, as the possibility of axle-to-battery pack contact increases.
Loading Hook-Ups
It’s more important than ever for tow operators to know how and where to connect to EVs when loading onto a rollback. With the increased weight of most EVs compared with their ICE counterparts, elevated forces are imposed on connection points. Therefore, manufacturers are very particular about where on the platform those connections are made.
Towing procedures can vary, even within the same make and model. For example, the rear-wheel drive version of one popular EV requires use of a tow eyelet, while the manufacturer specifies using the tow hitch as a rear connection point for loading the all-wheel drive variant. When a manufacturer specifies use of a tow eyelet, or connection at a specific point on the platform, follow that specification exactly.
Weight Distribution on Flatbeds
EV battery packs, and thus the vehicles themselves, are heavy. It’s not uncommon for EVs, even smaller vehicles, to weigh in at 5,000 lbs.; pickup truck and SUV variants tip the scales north of 7,000 lbs. or more. Typically, this weight is evenly distributed between front and rear axles, which aids in handling characteristics, but can complicate towing decisions.
Weight distribution is an important consideration when flatbed towing. ICE vehicles are generally front biased in weight distribution (where the engine sits), and loading nose-first allows the operator to roll some weight into the steer axle of rollbacks. The more common 50/50 weight distribution of EVs, exacerbated by minimal chain slot options on many carrier decks, creates the scenario where rear axles on smaller rollbacks can be loaded beyond manufacturer’s specs. This is common on steel-decked rollbacks with wheel-lifts, mounted to 19,500-lb. GVWR, 120-inch cab-to-axle platforms.
What Should Tow Operators Do Regarding EVs?
The first thing is education. Resources are available, either direct from manufacturers or their roadside networks. Agero, for example, provides a free portal at agero.com/blueprint that covers towing and roadside service procedures for many EVs, and more are being added regularly. Whatever the source, take time to review these educational materials, and if you’re an owner, make it required reading for your operators.
Second, when you take a tow request, document it. Take photos of everything – connection points and retention points, field service events, even jack placements for those vehicles with spare tires, etc. Take photos at various stages of the loading process. If your tow software supports it, upload and attach these photos to the dispatch record so they’re readily available (some tow systems even capture metadata such as time and location). Photos allow you to validate how you handled the vehicle when in your possession, even months after the fact.
Finally, pay attention to the OEM rating specs of your tow vehicle and its accessory equipment and how they are impacted by the EV. If there is any doubt, adjust your procedures or equipment accordingly. For instance, relocate the load from extra tools and equipment, and actually look under EVs going on dollies to assess clearance issues, etc. And always use an eight-point roll back tie-down kit that’s rated for the vehicle’s weight.
EVs are going to become more prevalent on the road in coming years, which means they’ll represent an increasing proportion of tow dispatches. Agero is working to capture and share as many resources as possible to help tow operators become more familiar with the correct procedures for specific vehicles. Meanwhile, operators and owners should make it a point to know what they tow.
Editor’s Note: Energy Security Agency (ESA) will be hosting a three-hour training session at this year’s Tennessee Tow Show. Visit TennesseeTowShow.com for more information.
Chris Young is the network trainer for Agero whose network of service providers handle more than 12 million dispatches each year for roadside assistance, towing services, accident scene management and more. Young has 30 years of experience in the towing, roadside and repossession industries, including a decade as an agency owner.