As midsize SUVs and crossovers gradually branch farther off the truck family tree, it seems some of the traits they lose reflect their increasingly carlike demeanors and engineering.
The most evident example of this is towing capacity. Let's look at a few examples. It's no big secret that the Chevy TrailBlazer and GMC Envoy are soon to be permanently put out to pasture by the Traverse and Acadia, respectively. These new large crossovers are impressive vehicles in their own respect, but in the transition to front drive, unibody architecture, one of the engineering imperatives that has been put aside is ultimate towing capacity. Let's review. The top towing capacity for the TrailBlazer was a respectable 6800 lb, in the form of the hairy-chested SS model. The more subdued "regular" models could lug a maximum of 5900 lb. The Traverse and Acadia, by comparison, can handle 5200 lb. Okay, only a haircut of 700 lb. But sometimes, that small margin can make a big difference in what you're able to haul.
It's expected the Ford Explorer will be the next midsize SUV to go to a unibody, transverse-engine configuration, mirroring the Flex. The Explorer's current top tow rating is a substantial 7285 lb with the optional V-8. Well, nobody thinks the bent-eight is going to make the transition to the new bodystyle and chassis. The Flex's current top towing capacity is 4500 lb. Respectable, but not class-leading. Figure the tow rating for the next Explorer will probably fall somewhere between the two. Probably 5000 lb on the low end, and 6000 on the high end.
It's already been noted ad nauseum that 90% of SUVs never go off road, and probably a similar percentage never tow anything heavier than a pair of watercraft or dirt bikes. But for those few customers who want that capability, the choices are becoming fewer and fewer.