Traveler vs. Terra - Targeted Technical Questions

[Michael Gary Scout]

I'm currently deciding between the Traveler and Terra and want to isolate the true engineering differences that matter for real-world-use - specifically towing, altitude performance, thermal management, and chassis behavior. Both vehicles share the same body-on-frame platform, solid rear axle, ~ 2,000 lbs payload, and 35-inch tire capability, so the distinctions that do exist are meaningful.

Before getting into the technical side, I want to acknowledge upfront that I fully understand that the Scout engineering team can't release final data, calibration details, or structural specifics this early in development. That's completely fair and to be expected. The purpose of this post isn't to press for confidential information - it's to open a conversation that I think many serious off-road enthusiasts will eventually want to have, even if they're not asking these questions yet.

Here's exactly what I'm trying to understand:

1. Tow Rating Logic (7,000+ vs 10,000)

Both platforms share the same core architecture, which raises the question: what mechanical or structural elements give the Terra an additional 3,000 lbs of tow capacity?

I'm trying to determine whether the difference is driven by:

• frame reinforcement or crossmember geometry
• hitch integration
• cooling system size or layout
• suspension spring rates or damper tuning
• powertrain calibration or range-extender behavior under load

2. High-Altitude Towing (5,000 - 10,000 ft)

I live in Colorado, so altitude performance isn't theoretical - it's a constant.

I'm looking for any insight into:

• expected power output at elevation
• how sustained mountain-grading towing affects thermal load
• regen braking behavior with a trailer attached
• any anticipated derating under prolonged climbing

3. Thermal & Battery Management Under Heavy Load

Towing plus elevation equals heat, and I'm trying to understand each blatform's thermal envelope.

Specifically interested in:

• differences (if any) in cooling stack capacity between Traveler and Terra
• how the battery is managed under near-max tow loads
• generator/battery load balancing on long climbs
• cold-weather strategies for maintaining range and performance while towing

4. Suspension Architecture Differences

Scout confirmed te shared platform, but it's unclear where the Terra actually diverges.

I'm trying to identify whether the Terra receives:

• heavier-duty spring rates
• revised damper tuning
• higher squat tolerance under tongue weight
• any changes in rear torsional stiffness due to the truck bed structure
• differences in bump stops or jounce bumpers

If any of this detail comes off as intense, that's definitely not my intention. I'm approaching this from a place of enthusiasm and respect for the brand. And if it's helpful, I'd be more than happy to take some of these questions offline and start an email dialogue with the appropriate Scout team members. My goal here is simply to spark a meaningful, informed discussion around the design choices that make Scout such an exciting entry into the offroad space.

 

[cyure]

I'm currently deciding between the Traveler and Terra and want to isolate the true engineering differences that matter for real-world-use - specifically towing, altitude performance, thermal management, and chassis behavior. Both vehicles share the same body-on-frame platform, solid rear axle, ~ 2,000 lbs payload, and 35-inch tire capability, so the distinctions that do exist are meaningful.

Before getting into the technical side, I want to acknowledge upfront that I fully understand that the Scout engineering team can't release final data, calibration details, or structural specifics this early in development. That's completely fair and to be expected. The purpose of this post isn't to press for confidential information - it's to open a conversation that I think many serious off-road enthusiasts will eventually want to have, even if they're not asking these questions yet.

Here's exactly what I'm trying to understand:

1. Tow Rating Logic (7,000+ vs 10,000)

Both platforms share the same core architecture, which raises the question: what mechanical or structural elements give the Terra an additional 3,000 lbs of tow capacity?

I'm trying to determine whether the difference is driven by:

• frame reinforcement or crossmember geometry
• hitch integration
• cooling system size or layout
• suspension spring rates or damper tuning
• powertrain calibration or range-extender behavior under load

2. High-Altitude Towing (5,000 - 10,000 ft)

I live in Colorado, so altitude performance isn't theoretical - it's a constant.

I'm looking for any insight into:

• expected power output at elevation
• how sustained mountain-grading towing affects thermal load
• regen braking behavior with a trailer attached
• any anticipated derating under prolonged climbing

3. Thermal & Battery Management Under Heavy Load

Towing plus elevation equals heat, and I'm trying to understand each blatform's thermal envelope.

Specifically interested in:

• differences (if any) in cooling stack capacity between Traveler and Terra
• how the battery is managed under near-max tow loads
• generator/battery load balancing on long climbs
• cold-weather strategies for maintaining range and performance while towing

4. Suspension Architecture Differences

Scout confirmed te shared platform, but it's unclear where the Terra actually diverges.

I'm trying to identify whether the Terra receives:

• heavier-duty spring rates
• revised damper tuning
• higher squat tolerance under tongue weight
• any changes in rear torsional stiffness due to the truck bed structure
• differences in bump stops or jounce bumpers

If any of this detail comes off as intense, that's definitely not my intention. I'm approaching this from a place of enthusiasm and respect for the brand. And if it's helpful, I'd be more than happy to take some of these questions offline and start an email dialogue with the appropriate Scout team members. My goal here is simply to spark a meaningful, informed discussion around the design choices that make Scout such an exciting entry into the offroad space.

Welcome to the community. Wow you put a lot of thought into your first post!

It may be a bit before we get answers to all your questions but you are in the right place. We have a bunch of engineer types on here and this is just the stuff they like to debate.

One I can think of in particular, who also lives at altitude is @SpaceEVDriver. You may want to search out some of his posts. I always tease they include a lot of math.

Another good follow is @Jamie@ScoutMotors. He keeps us informed from the manufacturer side and posts specifics as he can.

Also if you are waiting to get answers to your questions before making a reservation it’s not necessary. We aren’t locked in until we actually place our order. I have already changed my reservation once. You don’t lose your place in line and your reservation number doesn’t change. When we go to place our order we can pick from either model and BEV or EREV regardless of what we reserved.

Welcome again!

 

[TheManchot]

New here, been lurking. To the extent they can be answered now, interesting questions.
The one question I think I know the answer to based on my EV experiences (I also live at altitude) is that you shouldn’t expect any change at altitude on power output (not talking grade, just elevation).

 

[cyure]

New here, been lurking. To the extent they can be answered now, interesting questions.
The one question I think I know the answer to based on my EV experiences (I also live at altitude) is that you shouldn’t expect any change at altitude on power output (not talking grade, just elevation).

Welcome to the community! So glad you decided to jump in and post.

 

[R1TVT]

If you wind up landing on a truck (Terra instead of Harvester), this Out of Spec vid might help with your towing questions & with performance at altitude. The F-150 Lightening and Rivian R1T are good representative real-world, production examples to compare to the Terra for benchmarks now, but consider that you will also enjoy better architecture, BMS and thermal management with potentially better all around batteries in the Terra with 3-4 extra years of advancements in the bag since these trucks were launched:

 

[dreamweaver]

I'm currently deciding between the Traveler and Terra and want to isolate the true engineering differences that matter for real-world-use - specifically towing, altitude performance, thermal management, and chassis behavior. Both vehicles share the same body-on-frame platform, solid rear axle, ~ 2,000 lbs payload, and 35-inch tire capability, so the distinctions that do exist are meaningful.

Before getting into the technical side, I want to acknowledge upfront that I fully understand that the Scout engineering team can't release final data, calibration details, or structural specifics this early in development. That's completely fair and to be expected. The purpose of this post isn't to press for confidential information - it's to open a conversation that I think many serious off-road enthusiasts will eventually want to have, even if they're not asking these questions yet.

Here's exactly what I'm trying to understand:

1. Tow Rating Logic (7,000+ vs 10,000)

Both platforms share the same core architecture, which raises the question: what mechanical or structural elements give the Terra an additional 3,000 lbs of tow capacity?

I'm trying to determine whether the difference is driven by:

• frame reinforcement or crossmember geometry
• hitch integration
• cooling system size or layout
• suspension spring rates or damper tuning
• powertrain calibration or range-extender behavior under load

2. High-Altitude Towing (5,000 - 10,000 ft)

I live in Colorado, so altitude performance isn't theoretical - it's a constant.

I'm looking for any insight into:

• expected power output at elevation
• how sustained mountain-grading towing affects thermal load
• regen braking behavior with a trailer attached
• any anticipated derating under prolonged climbing

3. Thermal & Battery Management Under Heavy Load

Towing plus elevation equals heat, and I'm trying to understand each blatform's thermal envelope.

Specifically interested in:

• differences (if any) in cooling stack capacity between Traveler and Terra
• how the battery is managed under near-max tow loads
• generator/battery load balancing on long climbs
• cold-weather strategies for maintaining range and performance while towing

4. Suspension Architecture Differences

Scout confirmed te shared platform, but it's unclear where the Terra actually diverges.

I'm trying to identify whether the Terra receives:

• heavier-duty spring rates
• revised damper tuning
• higher squat tolerance under tongue weight
• any changes in rear torsional stiffness due to the truck bed structure
• differences in bump stops or jounce bumpers

If any of this detail comes off as intense, that's definitely not my intention. I'm approaching this from a place of enthusiasm and respect for the brand. And if it's helpful, I'd be more than happy to take some of these questions offline and start an email dialogue with the appropriate Scout team members. My goal here is simply to spark a meaningful, informed discussion around the design choices that make Scout such an exciting entry into the offroad space.

Interesting questions that I am afraid will not have answers for some time.


Scout Motors. “People. Connections. Community. Authenticity." Welcome to the Scout community. Enjoy the ride.
Remember the built in search on the forums is a great place to start getting answers to your many questions.

 

[dreamweaver]

New here, been lurking. To the extent they can be answered now, interesting questions.
The one question I think I know the answer to based on my EV experiences (I also live at altitude) is that you shouldn’t expect any change at altitude on power output (not talking grade, just elevation).

Scout Motors. “People. Connections. Community. Authenticity." Welcome to the Scout community. Enjoy the ride.
Remember the built in search on the forums is a great place to start getting answers to your many questions.

 

[J Alynn]

New here, been lurking. To the extent they can be answered now, interesting questions.
The one question I think I know the answer to based on my EV experiences (I also live at altitude) is that you shouldn’t expect any change at altitude on power output (not talking grade, just elevation).

Welcome to the community

 

[J Alynn]

I'm currently deciding between the Traveler and Terra and want to isolate the true engineering differences that matter for real-world-use - specifically towing, altitude performance, thermal management, and chassis behavior. Both vehicles share the same body-on-frame platform, solid rear axle, ~ 2,000 lbs payload, and 35-inch tire capability, so the distinctions that do exist are meaningful.

Before getting into the technical side, I want to acknowledge upfront that I fully understand that the Scout engineering team can't release final data, calibration details, or structural specifics this early in development. That's completely fair and to be expected. The purpose of this post isn't to press for confidential information - it's to open a conversation that I think many serious off-road enthusiasts will eventually want to have, even if they're not asking these questions yet.

Here's exactly what I'm trying to understand:

1. Tow Rating Logic (7,000+ vs 10,000)

Both platforms share the same core architecture, which raises the question: what mechanical or structural elements give the Terra an additional 3,000 lbs of tow capacity?

I'm trying to determine whether the difference is driven by:

• frame reinforcement or crossmember geometry
• hitch integration
• cooling system size or layout
• suspension spring rates or damper tuning
• powertrain calibration or range-extender behavior under load

2. High-Altitude Towing (5,000 - 10,000 ft)

I live in Colorado, so altitude performance isn't theoretical - it's a constant.

I'm looking for any insight into:

• expected power output at elevation
• how sustained mountain-grading towing affects thermal load
• regen braking behavior with a trailer attached
• any anticipated derating under prolonged climbing

3. Thermal & Battery Management Under Heavy Load

Towing plus elevation equals heat, and I'm trying to understand each blatform's thermal envelope.

Specifically interested in:

• differences (if any) in cooling stack capacity between Traveler and Terra
• how the battery is managed under near-max tow loads
• generator/battery load balancing on long climbs
• cold-weather strategies for maintaining range and performance while towing

4. Suspension Architecture Differences

Scout confirmed te shared platform, but it's unclear where the Terra actually diverges.

I'm trying to identify whether the Terra receives:

• heavier-duty spring rates
• revised damper tuning
• higher squat tolerance under tongue weight
• any changes in rear torsional stiffness due to the truck bed structure
• differences in bump stops or jounce bumpers

If any of this detail comes off as intense, that's definitely not my intention. I'm approaching this from a place of enthusiasm and respect for the brand. And if it's helpful, I'd be more than happy to take some of these questions offline and start an email dialogue with the appropriate Scout team members. My goal here is simply to spark a meaningful, informed discussion around the design choices that make Scout such an exciting entry into the offroad space.

Welcome to the community!

 

[SpaceEVDriver]

I can’t answer questions directly since I don’t work for Scout and even then I very likely couldn’t answer questions directly either...

1. Tow Rating Logic (7,000+ vs 10,000)

Both platforms share the same core architecture, which raises the question: what mechanical or structural elements give the Terra an additional 3,000 lbs of tow capacity?

I'm trying to determine whether the difference is driven by:

• frame reinforcement or crossmember geometry
• hitch integration
• cooling system size or layout
• suspension spring rates or damper tuning
• powertrain calibration or range-extender behavior under load

We don’t really know. But my guesses are:

The Traveler will likely be slightly heavier than the Terra but they’ll have the same GVWR, based on having the same axles and tires. That means there will be slightly less weight available for load in the Traveler than the Terra. I’m guessing the Traveler will weigh a couple hundred pounds more.

*IF* all of the extra weight were on or just aft of the rear axle and the Traveler weighs 300 pounds more than the Terra, that would account for a 300 pound lower tongue capacity, which would translate to a 3,000 pound lower towing capacity. We know that won’t be the case, but a lot of the extra weight will be rear of the center of gravity.

The extra weight of the spare hanging way off the end, well beyond the tongue, will certainly decrease available tongue weight and thus tow capacity. The weight of the spare tire carrier plus a 35” tire on a 20” wheel will likely be around 150 pounds. Its position a couple feet aft of the tongue will account for 1500-1700 pounds reduced towing capacity. The rest of the extra weight of the Traveler compared with the Terra could account for the remaining reduced towing capacity.

The Traveler will have a shorter wheelbase. Shorter wheelbases typically mean lower towing capacity, but that’s not necessarily a guarantee and the SAE standards don’t require the towing capacity to be reduced—they dictate maximum understeer and maximum hitch deflection, which aren’t directly/only dependent on wheelbase.

I don’t think there will be much difference, if any, in the cooling systems between the truck and the SUV.

I expect the suspension will be the same.
I expect the frame will be essentially the same, just scaled.

You’ll probably need a WDH to go above 5,000 pounds towing on either vehicle.

2. High-Altitude Towing (5,000 - 10,000 ft)


I live in Colorado, so altitude performance isn't theoretical - it's a constant.

I'm looking for any insight into:

• expected power output at elevation
• how sustained mountain-grading towing affects thermal load
• regen braking behavior with a trailer attached
• any anticipated derating under prolonged climbing

You didn’t say whether you’re considering the Harvester or the BEV.

With the Harvester, there will be some minor reduction in performance at altitude, but it will mostly be mitigated by the fact that the engine will only drive a generator-motor, which means reduced engine performance will not as directly impact vehicle performance. It will have an impact, just not as dramatic as an ICE-only vehicle experiences at 7000-10,000 feet. We don’t know if it’ll be 1%, 5%, 15%, or something entirely different.

With the BEV, there will be improvements to range at altitude, but no difference in performance in the realm of torque or HP.
I live at about 7,000 feet elevation; I get about 10-20% better range at home than I do at sea level. I don’t see acceleration or towing capability performance differences between 7000 feet and sea level.

However.

Thermal management becomes more difficult at elevation—given the same temperature, humidity, etc. This is for the same reason we get better range at elevation: lower density air. Lower density air creates less drag (which only matters above about 35-45 mph), but lower density air also moves heat less efficiently. In the Lightning, I slow down while towing, so my truck’s overall performance towing at altitude is about the same as at lower elevations and I don’t see much change in thermal behavior while towing vs while not towing.

On long (500+ mile) towing trips with 2.5-3 hour legs, while climbing from sea level to 7000 feet, I do see temperatures start to creep up while towing and that leads to reduced performance based on the manufacturer’s software. But it’s not noticeable to me as the driver. It means there’s a bit less hard acceleration available to me. I very rarely feel the need to floor it while towing and climbing in elevation. Even passing slow semis doesn’t require that I floor it.

Climbing up in elevation of course has the same efficiency impact for the BEV as for an ICE that weighs the same. This is almost entirely dependent on weight and tire inflation.

Regen will be increased while towing. But you always spend more energy to get the weight to the top of the climb than you recover bringing it down.

3. Thermal & Battery Management Under Heavy Load

Towing plus elevation equals heat, and I'm trying to understand each blatform's thermal envelope.

Specifically interested in:

• differences (if any) in cooling stack capacity between Traveler and Terra
• how the battery is managed under near-max tow loads
• generator/battery load balancing on long climbs
• cold-weather strategies for maintaining range and performance while towing

The Harvester's genset will very likely require an additional cooling loop. And there will be quite a bit more residual heat build up with the Harvester than the BEV. Performance will probably begin to suffer earlier in the Harvester while towing (and climbing) at high ambient temperatures.

Lower temperatures are the biggest bummer for BEVs and it will translate to the Harvester as well. However, the Harvester will likely have better range response to low temperatures. A good engineering team would shunt the Harvester’s thermal loop to warming the battery and motors in the cold, so the Harvester will likely behave quite well in the very cold. Especially if they program the vehicle to pre-warm the Harvester when its plugged into a 240 volt Level 2 charger: You might not have the benefit of being able to remote start the Harvester if it’s in your garage, but you could at least pre-warm the engine’s antifreeze so when it is started, there’s a much shorter time before it’s up to optimal temperature. Doing that would allow its excess heat to be dumped back into warming the battery once you’re on the move much earlier than waiting for the engine to come up to temperature from normal operations.

Honestly, this last one is the biggest argument I would make for the Harvester. I’m all-electric and will stay that way. For places like Wyoming, MT, ND, IL, etc., the range during the summer isn’t so bad that I would hesitate to drive across several states on a road trip. But in the winter, an ICE-driven genset to warm (and charge) the battery would be the reason I would advise friends in that area to go with the Harvester if they were at all leaning toward it in the first place. I personally wouldn’t find it necessary, but I understand others might.

 

[N Wilson]

I'm currently deciding between the Traveler and Terra and want to isolate the true engineering differences that matter for real-world-use - specifically towing, altitude performance, thermal management, and chassis behavior. Both vehicles share the same body-on-frame platform, solid rear axle, ~ 2,000 lbs payload, and 35-inch tire capability, so the distinctions that do exist are meaningful.

Before getting into the technical side, I want to acknowledge upfront that I fully understand that the Scout engineering team can't release final data, calibration details, or structural specifics this early in development. That's completely fair and to be expected. The purpose of this post isn't to press for confidential information - it's to open a conversation that I think many serious off-road enthusiasts will eventually want to have, even if they're not asking these questions yet.

Here's exactly what I'm trying to understand:

1. Tow Rating Logic (7,000+ vs 10,000)

Both platforms share the same core architecture, which raises the question: what mechanical or structural elements give the Terra an additional 3,000 lbs of tow capacity?

I'm trying to determine whether the difference is driven by:

• frame reinforcement or crossmember geometry
• hitch integration
• cooling system size or layout
• suspension spring rates or damper tuning
• powertrain calibration or range-extender behavior under load

2. High-Altitude Towing (5,000 - 10,000 ft)

I live in Colorado, so altitude performance isn't theoretical - it's a constant.

I'm looking for any insight into:

• expected power output at elevation
• how sustained mountain-grading towing affects thermal load
• regen braking behavior with a trailer attached
• any anticipated derating under prolonged climbing

3. Thermal & Battery Management Under Heavy Load

Towing plus elevation equals heat, and I'm trying to understand each blatform's thermal envelope.

Specifically interested in:

• differences (if any) in cooling stack capacity between Traveler and Terra
• how the battery is managed under near-max tow loads
• generator/battery load balancing on long climbs
• cold-weather strategies for maintaining range and performance while towing

4. Suspension Architecture Differences

Scout confirmed te shared platform, but it's unclear where the Terra actually diverges.

I'm trying to identify whether the Terra receives:

• heavier-duty spring rates
• revised damper tuning
• higher squat tolerance under tongue weight
• any changes in rear torsional stiffness due to the truck bed structure
• differences in bump stops or jounce bumpers

If any of this detail comes off as intense, that's definitely not my intention. I'm approaching this from a place of enthusiasm and respect for the brand. And if it's helpful, I'd be more than happy to take some of these questions offline and start an email dialogue with the appropriate Scout team members. My goal here is simply to spark a meaningful, informed discussion around the design choices that make Scout such an exciting entry into the offroad space.

Welcome! Great questions.

As others have said, and you alluded to in your post, it may be a little early to know the answers to some of them, but as we go along, Jaime and others from Scout will give us updates. I'm sure they are still testing and refining to get some of those answers. Scout does monitor the forums, so if you have specific suggestions of things you'd like to see in the production models, feel free to post them for Scout to see.

 

[THil08]

I'm currently deciding between the Traveler and Terra and want to isolate the true engineering differences that matter for real-world-use - specifically towing, altitude performance, thermal management, and chassis behavior. Both vehicles share the same body-on-frame platform, solid rear axle, ~ 2,000 lbs payload, and 35-inch tire capability, so the distinctions that do exist are meaningful.

Before getting into the technical side, I want to acknowledge upfront that I fully understand that the Scout engineering team can't release final data, calibration details, or structural specifics this early in development. That's completely fair and to be expected. The purpose of this post isn't to press for confidential information - it's to open a conversation that I think many serious off-road enthusiasts will eventually want to have, even if they're not asking these questions yet.

Here's exactly what I'm trying to understand:

1. Tow Rating Logic (7,000+ vs 10,000)

Both platforms share the same core architecture, which raises the question: what mechanical or structural elements give the Terra an additional 3,000 lbs of tow capacity?

I'm trying to determine whether the difference is driven by:

• frame reinforcement or crossmember geometry
• hitch integration
• cooling system size or layout
• suspension spring rates or damper tuning
• powertrain calibration or range-extender behavior under load

2. High-Altitude Towing (5,000 - 10,000 ft)

I live in Colorado, so altitude performance isn't theoretical - it's a constant.

I'm looking for any insight into:

• expected power output at elevation
• how sustained mountain-grading towing affects thermal load
• regen braking behavior with a trailer attached
• any anticipated derating under prolonged climbing

3. Thermal & Battery Management Under Heavy Load

Towing plus elevation equals heat, and I'm trying to understand each blatform's thermal envelope.

Specifically interested in:

• differences (if any) in cooling stack capacity between Traveler and Terra
• how the battery is managed under near-max tow loads
• generator/battery load balancing on long climbs
• cold-weather strategies for maintaining range and performance while towing

4. Suspension Architecture Differences

Scout confirmed te shared platform, but it's unclear where the Terra actually diverges.

I'm trying to identify whether the Terra receives:

• heavier-duty spring rates
• revised damper tuning
• higher squat tolerance under tongue weight
• any changes in rear torsional stiffness due to the truck bed structure
• differences in bump stops or jounce bumpers

If any of this detail comes off as intense, that's definitely not my intention. I'm approaching this from a place of enthusiasm and respect for the brand. And if it's helpful, I'd be more than happy to take some of these questions offline and start an email dialogue with the appropriate Scout team members. My goal here is simply to spark a meaningful, informed discussion around the design choices that make Scout such an exciting entry into the offroad space.

I believe I heard somewhere that Terra’s Frame is a bit longer and bigger than Traveler. So that’s another way they are getting more Tow Capacity, since a longer frame changes almost all dynamic of a trucks towing capacity.

And I’m guessing you are going full Electric which would in theory right now with numbers that Uncle Scotty has thrown out, would have the better tow capacity. Although Jamie has stated somewhere around here that they are getting tow numbers a bit more even between EV and EREV, by optimizing weight distribution.

 

[cyure]

I can’t answer questions directly since I don’t work for Scout and even then I very likely couldn’t answer questions directly either...



We don’t really know. But my guesses are:

The Traveler will likely be slightly heavier than the Terra but they’ll have the same GVWR, based on having the same axles and tires. That means there will be slightly less weight available for load in the Traveler than the Terra. I’m guessing the Traveler will weigh a couple hundred pounds more.

*IF* all of the extra weight were on or just aft of the rear axle and the Traveler weighs 300 pounds more than the Terra, that would account for a 300 pound lower tongue capacity, which would translate to a 3,000 pound lower towing capacity. We know that won’t be the case, but a lot of the extra weight will be rear of the center of gravity.

The extra weight of the spare hanging way off the end, well beyond the tongue, will certainly decrease available tongue weight and thus tow capacity. The weight of the spare tire carrier plus a 35” tire on a 20” wheel will likely be around 150 pounds. Its position a couple feet aft of the tongue will account for 1500-1700 pounds reduced towing capacity. The rest of the extra weight of the Traveler compared with the Terra could account for the remaining reduced towing capacity.

The Traveler will have a shorter wheelbase. Shorter wheelbases typically mean lower towing capacity, but that’s not necessarily a guarantee and the SAE standards don’t require the towing capacity to be reduced—they dictate maximum understeer and maximum hitch deflection, which aren’t directly/only dependent on wheelbase.

I don’t think there will be much difference, if any, in the cooling systems between the truck and the SUV.

I expect the suspension will be the same.
I expect the frame will be essentially the same, just scaled.

You’ll probably need a WDH to go above 5,000 pounds towing on either vehicle.


You didn’t say whether you’re considering the Harvester or the BEV.

With the Harvester, there will be some minor reduction in performance at altitude, but it will mostly be mitigated by the fact that the engine will only drive a generator-motor, which means reduced engine performance will not as directly impact vehicle performance. It will have an impact, just not as dramatic as an ICE-only vehicle experiences at 7000-10,000 feet. We don’t know if it’ll be 1%, 5%, 15%, or something entirely different.

With the BEV, there will be improvements to range at altitude, but no difference in performance in the realm of torque or HP.
I live at about 7,000 feet elevation; I get about 10-20% better range at home than I do at sea level. I don’t see acceleration or towing capability performance differences between 7000 feet and sea level.

However.

Thermal management becomes more difficult at elevation—given the same temperature, humidity, etc. This is for the same reason we get better range at elevation: lower density air. Lower density air creates less drag (which only matters above about 35-45 mph), but lower density air also moves heat less efficiently. In the Lightning, I slow down while towing, so my truck’s overall performance towing at altitude is about the same as at lower elevations and I don’t see much change in thermal behavior while towing vs while not towing.

On long (500+ mile) towing trips with 2.5-3 hour legs, while climbing from sea level to 7000 feet, I do see temperatures start to creep up while towing and that leads to reduced performance based on the manufacturer’s software. But it’s not noticeable to me as the driver. It means there’s a bit less hard acceleration available to me. I very rarely feel the need to floor it while towing and climbing in elevation. Even passing slow semis doesn’t require that I floor it.

Climbing up in elevation of course has the same efficiency impact for the BEV as for an ICE that weighs the same. This is almost entirely dependent on weight and tire inflation.

Regen will be increased while towing. But you always spend more energy to get the weight to the top of the climb than you recover bringing it down.




The Harvester's genset will very likely require an additional cooling loop. And there will be quite a bit more residual heat build up with the Harvester than the BEV. Performance will probably begin to suffer earlier in the Harvester while towing (and climbing) at high ambient temperatures.

Lower temperatures are the biggest bummer for BEVs and it will translate to the Harvester as well. However, the Harvester will likely have better range response to low temperatures. A good engineering team would shunt the Harvester’s thermal loop to warming the battery and motors in the cold, so the Harvester will likely behave quite well in the very cold. Especially if they program the vehicle to pre-warm the Harvester when its plugged into a 240 volt Level 2 charger: You might not have the benefit of being able to remote start the Harvester if it’s in your garage, but you could at least pre-warm the engine’s antifreeze so when it is started, there’s a much shorter time before it’s up to optimal temperature. Doing that would allow its excess heat to be dumped back into warming the battery once you’re on the move much earlier than waiting for the engine to come up to temperature from normal operations.

Honestly, this last one is the biggest argument I would make for the Harvester. I’m all-electric and will stay that way. For places like Wyoming, MT, ND, IL, etc., the range during the summer isn’t so bad that I would hesitate to drive across several states on a road trip. But in the winter, an ICE-driven genset to warm (and charge) the battery would be the reason I would advise friends in that area to go with the Harvester if they were at all leaning toward it in the first place. I personally wouldn’t find it necessary, but I understand others might.

Thanks Space! I figured you would have something to say on the subject.

I haven’t seen much from you lately and was starting to get worried. Hope you are well!

 

[SpaceEVDriver]

Thanks Space! I figured you would have something to say on the subject.

I haven’t seen much from you lately and was starting to get worried. Hope you are well!

Been super busy; don’t want to derail this thread with the specifics.

 

[N Wilson]

New here, been lurking. To the extent they can be answered now, interesting questions.
The one question I think I know the answer to based on my EV experiences (I also live at altitude) is that you shouldn’t expect any change at altitude on power output (not talking grade, just elevation).

Welcome, and thanks for posting!

 

[oldgeeksguide]

The Traveler will likely be slightly heavier than the Terra but they’ll have the same GVWR, based on having the same axles and tires. That means there will be slightly less weight available for load in the Traveler than the Terra. I’m guessing the Traveler will weigh a couple hundred pounds more.

I’m curious about this. As I understand things, they should be pretty much the same from the rear seats forward, and Terra is longer, with a longer frame and all, so wouldn’t it likely be heavier than traveler?

 

[J Alynn]

I’m curious about this. As I understand things, they should be pretty much the same from the rear seats forward, and Terra is longer, with a longer frame and all, so wouldn’t it likely be heavier than traveler?

Terra will have a larger battery pack because there is more room between the wheel base thus adding more weight

 

[SpaceEVDriver]

I’m curious about this. As I understand things, they should be pretty much the same from the rear seats forward, and Terra is longer, with a longer frame and all, so wouldn’t it likely be heavier than traveler?

I don’t know for sure, and we won’t know until the full specs are released. This is just based on past experience of an “equivalent” SUV to Pickup comparison (Tacoma vs 4Runner, Tundra vs Sequoia, Silverado vs Suburban). For example (I know they’re not directly comparable but...) the 2025 Suburban is 15 inches shorter than the long-bed Silverado. But with the same 5.3L V8, it’s >700 pounds heavier.

The Traveler is a full-sized SUV, with a glass roof, which means there has to be quite a bit more extra structure rearward and above the frame. There’s a LOT of weight in the body and structure that makes up an SUV rear of the rear seats. The frame doesn’t weigh a lot—it’s mostly an empty ladder structure.

 

[SpaceEVDriver]

Terra will have a larger battery pack because there is more room between the wheel base thus adding more weight

Has this been confirmed? I looked but perhaps my search-fu on this forum is not good enough.