Suspension Broke After First Towing (second hand)

[svote]

As I get more details, I will share them here.

Received this from a friend that on their maiden voyage towing their boat (boat + trailer = ~4500 pounds) their suspension went belly up. I do not know if they had the factory tow package yet or many other details, but figured some of you all would be interested/have questions that may be good to ask/share.

They are a long way from home and now need to be towed back (maybe to a shop closer by, still TBD).

 

[Frankie Knuckles]

As I get more details, I will share them here.

Received this from a friend that on their maiden voyage towing their boat (boat + trailer = ~4500 pounds) their suspension went belly up. I do not know if they had the factory tow package yet or many other details, but figured some of you all would be interested/have questions that may be good to ask/share.

They are a long way from home and now need to be towed back (maybe to a shop closer by, still TBD).

View attachment 9187

Ugh I’d be interested for an update.

 

[WhiteSX]

From the picture, it appears to be an S model (unless it's a Canadian SX) which were not available with the factory tow package. However, all models should be capable of handling the stated towing weight - assuming the tongue weight was within spec. at the time this pic was snapped.

 

[Familyman20]

Curious to know if it was not a factory installed tow package but just a hitch installed after purchase (without the tow shocks.) Also what broke on it if you got any update? Just looks like the vehicle wasn't able to tow that weight. Definitely a horrible feeling being stranded away from home like that. Id rent a pick up truck and drive it back if the Telly can still drive.

______________________________

 

[Tobstertx3]

Oh man, that is awful!

 

[Mysteg]

As I get more details, I will share them here.

Received this from a friend that on their maiden voyage towing their boat (boat + trailer = ~4500 pounds) their suspension went belly up. I do not know if they had the factory tow package yet or many other details, but figured some of you all would be interested/have questions that may be good to ask/share.

They are a long way from home and now need to be towed back (maybe to a shop closer by, still TBD).

View attachment 9187

So, my friend bought a 2019 Toyota Sienna. She was so excited to tow her Camper (4,500lbs)
I asked her if she minded having to take 2 cars. She looked at me perplexed...
Well, 2 adults at the 150lbs (at least) 2 teenagers and then all their gear. She never thought about it and called the dealership. She was informed that I was correct. They now have a Sequoia.
Maybe with the people and gear it was over the 5,000lbs? I’m curious to hear the specifics. We have the tow package on our SXP and plan to get Jet Skiis so we should be below the weight even with us in the car.

 

[Martin Kodiak]

From the picture, it appears to be an S model (unless it's a Canadian SX) which were not available with the factory tow package. However, all models should be capable of handling the stated towing weight - assuming the tongue weight was within spec. at the time this pic was snapped.

We ordered and received our S with the tow package. We tow a fair amount with it.

Most pontoon boats are not super heavy and that looks to be well within range.

 

[Kwim]

So, my friend bought a 2019 Toyota Sienna. She was so excited to tow her Camper (4,500lbs)
I asked her if she minded having to take 2 cars. She looked at me perplexed...
Well, 2 adults at the 150lbs (at least) 2 teenagers and then all their gear. She never thought about it and called the dealership. She was informed that I was correct. They now have a Sequoia.
Maybe with the people and gear it was over the 5,000lbs? I’m curious to hear the specifics. We have the tow package on our SXP and plan to get Jet Skiis so we should be below the weight even with us in the car.

Sienna 2019 town capacity 3500.


Telluride have town capacity 5,000lbs.
this only means the trailer and what is being towed. For passengers and luggage is used load capacity.

______________________________

 

[bruesjoh04]

We ordered and received our S with the tow package. We tow a fair amount with it.

Most pontoon boats are not super heavy and that looks to be well within range.

If you have an S, it doesn’t have the towing package, it just has the tow hitch. Just noting the distinction because the actual towing package adds the self-leveling rear suspension.

Either way, every Telluride is rated to tow the same amount. I’m guessing this situation noted above was either a case of (most likely) overloading or (less likely) component failure.

 

[Martin Kodiak]

If you have an S, it doesn’t have the towing package, it just has the tow hitch. Just noting the distinction because the actual towing package adds the self-leveling rear suspension.

Either way, every Telluride is rated to tow the same amount. I’m guessing this situation noted above was either a case of (most likely) overloading or (less likely) component failure.

Well I am glad I found this forum. We ordered our S with the tow package from the dealer, and it did not come with it installed so we had them instal in house. I was wondering about the self leveling, but I have read that you shouldn't run self leveling suspensions with a Load Balancing Sway bar anyways.

The rig in the picture looks to be straight ball towing and has some kind of failure.

I hope to hear more about this failure from the OP and the actual Telluride owner in a few days.

Thanks for your time

 

[Kwim]

The Nivomat Shock Absorber is a self-leveling monotube shock absorber developed by Sachs. Nivomat is a contraction of two French words, niveau and automatique. When translated to English, it would be level automatic or automatic level.
Nivomat shocks are used by Chrysler, Ford, General Motors, Jaguar, Kia, Mitsubishi, Saab, Volvo and other OEMs. The system is also available on the GM Suburban and Tahoe as part of ZW7 Premium Smooth Ride Suspension. Replacement units are available from Monroe, ZF Sachs and OES suppliers.
The system makes use of the mechanical energy which is generated during the first meters of driving from the relative movement between the axle and vehicle body.
An unlevel vehicle can create many problems. Extra weight on the rear axle shifts the center of gravity, which has a major impact on the ride characteristics. In critical situations, the vehicle can be very difficult to control. Under these conditions a “floaty” ride characteristic can not be considered as comfort anymore.
Other effects are increasing expenses: The tires wear unevenly and faster. Bad aerodynamics causes a higher fuel consumption. Greater strain is also placed on the axle as a whole.
In place of conventional shock absorbers, this unique system is installed on the rear axle. While providing additional roll stability without requiring any additional electronics, the Nivomat adjusts the vehicle to the optimum ride height for every load condition, thus ensuring a safe and comfortable ride.
The Nivomat system does more than just level the vehicle under load. As the load increases, the pressure inside the shock increases as oil is displaced from the reservoir to the inside of the unit, compressing the gas volume. This creates a progressive increase in spring rate and damping with little or no change to ride frequency.

The Nivomat is like an ordinary monotube shock absorber with a hydraulic piston, tube and accumulator. There are two different configurations of the shock. The first looks like a conventional twin tube air shock with a dust cover. What appears as a dust cover houses the high pressure accumulator and low pressure oil reservoir.
The second configuration has its high pressure accumulator at the top of the shock. This reduces the overall diameter of the shock. This allows the shock to be installed in a more confining space, such as an independent rear wheel drive suspension and can be mounted in a shaft up or down configuration as designed by the manufacturer. The normal application for this shock absorber is for the rear suspension of a passenger car or SUV.
What gives the shock its leveling capability is a pump mechanism and oil reservoir that can increase the accumulator pressure, which increases the shocks lifting capability. It is used in combination with springs matched to the load capacity of the shock to reduce suspension travel while utilizing more of the piston and shaft travel of the shock.
This maintains the ride quality whether the vehicle is operated with a driver only or to compensate for passengers and luggage. The big advantage to the Nivomat is the shock absorber requires no plumbing, compressor and height sensing device to level the vehicle. The normal movement of the suspension over a regular road surface provides enough pumping action to level the vehicle.
Leveling Components:

The accumulator can be a diaphragm or piston. The normal pressure contained the accumulator ranges from 20 bar (290 psi) to 50 bar (725 psi). The pump can increase the accumulator pressure from 90 bar (1305 psi to 130 bar (1885 psi). Under driving conditions, pressure can reach 350 bar (4,424 psi).
The control sleeve is fixed in the shaft and controls oil flow through the spiral cut and release bore in the pump rod. The inlet valve is a one way check valve located at the end of the spiral cut in the hollow pump rod.
The low pressure oil reservoir contains the oil used to charge the pump mechanism. The pump is located at the end of the control sleeve and uses a pump cup, pump and balance spring.
Leveling Operation:
The Nivomat shaft and piston provide the same damping as a normal monotube shock. The difference is that the shaft is hollow and contains the pump mechanism. The pump is operated by the displacement of oil caused by the movement of the shaft in and out of the shock. When the piston shaft moves out of the shock, oil is drawn from the low pressure oil reservoir through the hollow pump rod and inlet valve into the pump chamber.
Since Nivomat is mechanical, the vehicle needs to be moving before the pump starts to work and it takes about a mile to a mile-and-a-half of travel before the vehicle reaches its optimal level point.
The pump is made up of a pump cup and balance spring. When the piston shaft moves into the shock, the oil is compressed collapsing the pump spring and expanding the balance spring to fill the pump cup. When the shaft moves out of the shock, the control sleeve opens the spiral cut in the pump rod, and the oil is forced into the main chamber of the shock. The pump and balance spring return the pump cup to its level position. This increases the pressure in the accumulator creating more lift to return the piston and shaft to the level position. In the level position, the control sleeve closes the spiral cut and the shock operates normally until the next inlet and pump action.
The release bore is used to return the shock to the level position when the load is removed from the vehicle. When the shaft and control sleeve is extended out of the shock past the release bore, the oil that was pumped to increase the accumulator pressure and lift is returned to the low pressure reservoir.
Installation:
When replacing a load leveling shock absorber, it is necessary to inspect both mounting points for damage and stress cracks. All mounting hardware should also be replaced. All fasteners should be tightened to their proper torque specifications.
The diameter of a conventional shock absorber is 54 mm (2-1/8-in). The diameter of a Nivomat shock can range from 60 mm (2-5/8 in) to 72 mm (2-7/8 in). Make sure the shock is properly mounted to provide adequate clearance. It is recommended to test the operation of the shocks by loading and driving the vehicle.

Disposal
Take the following steps, making sure to comply with local safety and environmental protection regulations to recover and dispose of the oil before scrapping the shock.

 

[MarcinTexas]

As I get more details, I will share them here.

Received this from a friend that on their maiden voyage towing their boat (boat + trailer = ~4500 pounds) their suspension went belly up. I do not know if they had the factory tow package yet or many other details, but figured some of you all would be interested/have questions that may be good to ask/share.

They are a long way from home and now need to be towed back (maybe to a shop closer by, still TBD).

View attachment 9187

Any update?

______________________________

 

[2020Telly]

That looks like it could be a Canadian SX or SX Limited with the 20” wheels that come on the US S. If it has the self leveling shocks, I wonder if they are leaking. Or if it is the US S trim I wonder where it snapped.

I just checked my drivers side door of my S FWD and it advertises a rear GAWR of 3,196lbs. Exceeding that gross axle weight rating for the rear axle could lead to a failure. Reference the manual pages 5-152. The GAWR for the front is always lower but since you don’t carry passengers and cargo on the hood, the weight capacity is most under load by the engine which means there is room to spare on the front axle and tires. So you distribute some of the weight on the rear to the front using a weight distribution system to lower the stress in the multi-link suspension on the rear. I think things like a bench seat 2nd row, AWD, and aftermarket equipment add to the curb weight and lower the GVWR for the whole vehicle thus lowering the available remaining capacity for passengers and cargo.

@Martin Kodiak I can understand the confusion with Anti-Sway bars and the self leveling. The self leveling shocks are supposed to level to produce more comfort to the ride and advertise “additional roll stability” benefit. When they work they do counteract roll of the vehicle side to side. Imagine a station wagon with a large adult on one side of the rear seat and a small child on the other, or heavier cargo on on side of the trunk, not centered. But the Anti Sway Bars on a trailer are meant to do the same thing on the trailer so you don’t whip when trailering. On page 5-147 of the manual under some important points if you decide to pull a trailer the first one says “Consider using a sway control.”

A Weight Distribution System has a different purpose with similar benefit as it is meant to send some of the pressure off the rear axle and distribute weight from the trailer on the tongue of the hitch to the front axle which will effectively raise the back end. The main difference are Self Leveling shocks on the vehicle are a comfort benefit to the vehicle and should not be considered a benefit to prevent roll on the trailer enough to replace anti-sway and weight distribution which are safety benefits when towing. Ideally, self leveling or not, for heavier load trailers you want trailer brakes, anti-sway bars, and a weight distribution system.

Unless there is a failure in that Telluride, I’m guessing that the weight distribution system was not used or not set up properly. I think most people with a small boats don’t bother with weight distribution. But trailering a pontoon boat with passengers and cargo might be just at the point when you should consider a WDS along with a trailer brake. From what I can tell on that picture the trailer looks to just have a ball and chains, I don’t see anything indicating a WDS. Just think of the weight of the boat engine and fuel tank hanging off the rear most part of the trailer then watch this little video and think of all the stress that could be adding to the rear tires and suspension.

Even the best self leveling shocks on the market that advertise anti roll benefit can’t stop the sway/fishtailing of a vehicle when you add the sway from a trailer to the rear. At that point you are just accelerating the failure of expense shocks. Exceeding the GAWR for the rear, the max tongue weight capacity or the overall GVWR will lead to certain failure while driving long distances. The safest thing that could happen is that your shocks or suspension break and you can pull off safely vs driving down the road at 70mph in traffic.

Since that picture does not appear to have a WDS it likely also doesn’t have a trailer brake (electric or hydraulic). If it is 4,500lbs then it should have a brake system on the trailer. There are only a few US states where towing without brakes up to 5,000 lbs is still legal. However, the Kia Telluride manual on page 5-147 states that the max towing capacity without a brake system is 1,650lbs. I’ve never owned a pontoon boat trailer but I’m guessing most of those trailers don’t come with brake systems standard and that is an add on. I hate to say it but tow option or tow package, that setup with a 4,500lb pontoon boat and trailer if it has no trailer brake and no weight distribution might be a questionable warranty claim. Hopefully for the owner I’m wrong and they at least had a brake system and Kia will cover it.

 

[rsa]

From the picture, it appears to be an S model (unless it's a Canadian SX)...

Why not an EX with Premium Package?

 

[Frankie Knuckles]

That looks like it could be a Canadian SX or SX Limited with the 20” wheels that come on the US S. If it has the self leveling shocks, I wonder if they are leaking. Or if it is the US S trim I wonder where it snapped.

I just checked my drivers side door of my S FWD and it advertises a rear GAWR of 3,196lbs. Exceeding that gross axle weight rating for the rear axle could lead to a failure. Reference the manual pages 5-152. The GAWR for the front is always lower but since you don’t carry passengers and cargo on the hood, the weight capacity is most under load by the engine which means there is room to spare on the front axle and tires. So you distribute some of the weight on the rear to the front using a weight distribution system to lower the stress in the multi-link suspension on the rear. I think things like a bench seat 2nd row, AWD, and aftermarket equipment add to the curb weight and lower the GVWR for the whole vehicle thus lowering the available remaining capacity for passengers and cargo.

@Martin Kodiak I can understand the confusion with Anti-Sway bars and the self leveling. The self leveling shocks are supposed to level to produce more comfort to the ride and advertise “additional roll stability” benefit. When they work they do counteract roll of the vehicle side to side. Imagine a station wagon with a large adult on one side of the rear seat and a small child on the other, or heavier cargo on on side of the trunk, not centered. But the Anti Sway Bars on a trailer are meant to do the same thing on the trailer so you don’t whip when trailering. On page 5-147 of the manual under some important points if you decide to pull a trailer the first one says “Consider using a sway control.”

A Weight Distribution System has a different purpose with similar benefit as it is meant to send some of the pressure off the rear axle and distribute weight from the trailer on the tongue of the hitch to the front axle which will effectively raise the back end. The main difference are Self Leveling shocks on the vehicle are a comfort benefit to the vehicle and should not be considered a benefit to prevent roll on the trailer enough to replace anti-sway and weight distribution which are safety benefits when towing. Ideally, self leveling or not, for heavier load trailers you want trailer brakes, anti-sway bars, and a weight distribution system.

Unless there is a failure in that Telluride, I’m guessing that the weight distribution system was not used or not set up properly. I think most people with a small boats don’t bother with weight distribution. But trailering a pontoon boat with passengers and cargo might be just at the point when you should consider a WDS along with a trailer brake. From what I can tell on that picture the trailer looks to just have a ball and chains, I don’t see anything indicating a WDS. Just think of the weight of the boat engine and fuel tank hanging off the rear most part of the trailer then watch this little video and think of all the stress that could be adding to the rear tires and suspension.

Even the best self leveling shocks on the market that advertise anti roll benefit can’t stop the sway/fishtailing of a vehicle when you add the sway from a trailer to the rear. At that point you are just accelerating the failure of expense shocks. Exceeding the GAWR for the rear, the max tongue weight capacity or the overall GVWR will lead to certain failure while driving long distances. The safest thing that could happen is that your shocks or suspension break and you can pull off safely vs driving down the road at 70mph in traffic.

Since that picture does not appear to have a WDS it likely also doesn’t have a trailer brake (electric or hydraulic). If it is 4,500lbs then it should have a brake system on the trailer. There are only a few US states where towing without brakes up to 5,000 lbs is still legal. However, the Kia Telluride manual on page 5-147 states that the max towing capacity without a brake system is 1,650lbs. I’ve never owned a pontoon boat trailer but I’m guessing most of those trailers don’t come with brake systems standard and that is an add on. I hate to say it but tow option or tow package, that setup with a 4,500lb pontoon boat and trailer if it has no trailer brake and no weight distribution might be a questionable warranty claim. Hopefully for the owner I’m wrong and they at least had a brake system and Kia will cover it.

Outstanding analysis of safe towing. Thanks for the detailed response. Since I rarely tow, this I great information to know in advance for when I do get my Telly with the tow package. Thanks again

 

[Stoney]

Well I am glad I found this forum. We ordered our S with the tow package from the dealer, and it did not come with it installed so we had them instal in house. I was wondering about the self leveling, but I have read that you shouldn't run self leveling suspensions with a Load Balancing Sway bar anyways.

The rig in the picture looks to be straight ball towing and has some kind of failure.

I hope to hear more about this failure from the OP and the actual Telluride owner in a few days.

Thanks for your time

I have the self leveling tow package and have had NO LUCK getting answers from Kia, such as "what mode should be used for towing" or (because I have a sway bar and weigh distribution hitch) what are the instructions for the self leveling shocks (hitch/sway bar company says to get info from self leveling shock company). I want to get the answers before I go long distance with my new travel trailer, and it is extremely frustrating, wanting to "do the right thing" but Kia who ADVERTISED this great ability to tow but doesn't give the particulars. And towing without a sway bar and weight distribution hitch is simply not an option with a travel trailer, as fishtailing down the road and having the trailer being blown around by the wind and large trucks is not safe. Now I am reading this?? I am SO GLAD I checked back on this forum - which has been so immensely helpful from day 1. I thought maybe someone else had obtained the answers from Kia - never dreamed I would find that a Telly failed at towing. I am being SO CAREFUL with weight - including total weight of car and trailer, and I am hoping that it was an overweight issue that caused the failure, and not that the Tellys were misrepresented (the 4 pin vs. 7 pin connector having already left a bad impression). Following this - and checking to see if this is anomaly.

______________________________

 

[Stoney]

The Nivomat Shock Absorber is a self-leveling monotube shock absorber developed by Sachs. Nivomat is a contraction of two French words, niveau and automatique. When translated to English, it would be level automatic or automatic level.
Nivomat shocks are used by Chrysler, Ford, General Motors, Jaguar, Kia, Mitsubishi, Saab, Volvo and other OEMs. The system is also available on the GM Suburban and Tahoe as part of ZW7 Premium Smooth Ride Suspension. Replacement units are available from Monroe, ZF Sachs and OES suppliers.
The system makes use of the mechanical energy which is generated during the first meters of driving from the relative movement between the axle and vehicle body.
An unlevel vehicle can create many problems. Extra weight on the rear axle shifts the center of gravity, which has a major impact on the ride characteristics. In critical situations, the vehicle can be very difficult to control. Under these conditions a “floaty” ride characteristic can not be considered as comfort anymore.
Other effects are increasing expenses: The tires wear unevenly and faster. Bad aerodynamics causes a higher fuel consumption. Greater strain is also placed on the axle as a whole.
In place of conventional shock absorbers, this unique system is installed on the rear axle. While providing additional roll stability without requiring any additional electronics, the Nivomat adjusts the vehicle to the optimum ride height for every load condition, thus ensuring a safe and comfortable ride.
The Nivomat system does more than just level the vehicle under load. As the load increases, the pressure inside the shock increases as oil is displaced from the reservoir to the inside of the unit, compressing the gas volume. This creates a progressive increase in spring rate and damping with little or no change to ride frequency.

The Nivomat is like an ordinary monotube shock absorber with a hydraulic piston, tube and accumulator. There are two different configurations of the shock. The first looks like a conventional twin tube air shock with a dust cover. What appears as a dust cover houses the high pressure accumulator and low pressure oil reservoir.
The second configuration has its high pressure accumulator at the top of the shock. This reduces the overall diameter of the shock. This allows the shock to be installed in a more confining space, such as an independent rear wheel drive suspension and can be mounted in a shaft up or down configuration as designed by the manufacturer. The normal application for this shock absorber is for the rear suspension of a passenger car or SUV.
What gives the shock its leveling capability is a pump mechanism and oil reservoir that can increase the accumulator pressure, which increases the shocks lifting capability. It is used in combination with springs matched to the load capacity of the shock to reduce suspension travel while utilizing more of the piston and shaft travel of the shock.
This maintains the ride quality whether the vehicle is operated with a driver only or to compensate for passengers and luggage. The big advantage to the Nivomat is the shock absorber requires no plumbing, compressor and height sensing device to level the vehicle. The normal movement of the suspension over a regular road surface provides enough pumping action to level the vehicle.
Leveling Components:

The accumulator can be a diaphragm or piston. The normal pressure contained the accumulator ranges from 20 bar (290 psi) to 50 bar (725 psi). The pump can increase the accumulator pressure from 90 bar (1305 psi to 130 bar (1885 psi). Under driving conditions, pressure can reach 350 bar (4,424 psi).
The control sleeve is fixed in the shaft and controls oil flow through the spiral cut and release bore in the pump rod. The inlet valve is a one way check valve located at the end of the spiral cut in the hollow pump rod.
The low pressure oil reservoir contains the oil used to charge the pump mechanism. The pump is located at the end of the control sleeve and uses a pump cup, pump and balance spring.
Leveling Operation:
The Nivomat shaft and piston provide the same damping as a normal monotube shock. The difference is that the shaft is hollow and contains the pump mechanism. The pump is operated by the displacement of oil caused by the movement of the shaft in and out of the shock. When the piston shaft moves out of the shock, oil is drawn from the low pressure oil reservoir through the hollow pump rod and inlet valve into the pump chamber.
Since Nivomat is mechanical, the vehicle needs to be moving before the pump starts to work and it takes about a mile to a mile-and-a-half of travel before the vehicle reaches its optimal level point.
The pump is made up of a pump cup and balance spring. When the piston shaft moves into the shock, the oil is compressed collapsing the pump spring and expanding the balance spring to fill the pump cup. When the shaft moves out of the shock, the control sleeve opens the spiral cut in the pump rod, and the oil is forced into the main chamber of the shock. The pump and balance spring return the pump cup to its level position. This increases the pressure in the accumulator creating more lift to return the piston and shaft to the level position. In the level position, the control sleeve closes the spiral cut and the shock operates normally until the next inlet and pump action.
The release bore is used to return the shock to the level position when the load is removed from the vehicle. When the shaft and control sleeve is extended out of the shock past the release bore, the oil that was pumped to increase the accumulator pressure and lift is returned to the low pressure reservoir.
Installation:
When replacing a load leveling shock absorber, it is necessary to inspect both mounting points for damage and stress cracks. All mounting hardware should also be replaced. All fasteners should be tightened to their proper torque specifications.
The diameter of a conventional shock absorber is 54 mm (2-1/8-in). The diameter of a Nivomat shock can range from 60 mm (2-5/8 in) to 72 mm (2-7/8 in). Make sure the shock is properly mounted to provide adequate clearance. It is recommended to test the operation of the shocks by loading and driving the vehicle.

Disposal
Take the following steps, making sure to comply with local safety and environmental protection regulations to recover and dispose of the oil before scrapping the shock.

Thanks for posting! Do you know where I might find the instructions for how to set the towing height - with weight distribution hitch and sway bar?

 

[ccorry21]

Outstanding analysis of safe towing. Thanks for the detailed response. Since I rarely tow, this I great information to know in advance for when I do get my Telly with the tow package. Thanks again

Just curious: if you rarely tow, why get the whole tow package versus the hitch?

 

[Frankie Knuckles]

Just curious: if you rarely tow, why get the whole tow package versus the hitch?

Because I never had a tow package and always had to borrow my brothers pick up when I needed to tow. Having the two package will allow me to tow more often. I have children in college and living on campus. Hauling all their stuff will be easier with tow package. I like to go crabbing and can now pull a boat without having to borrow his pick up. That plus a host of other things I can now tow. For the price, I just wanted the tow package to give me that flexibility.

 

[Martin Kodiak]

As I get more details, I will share them here.

Received this from a friend that on their maiden voyage towing their boat (boat + trailer = ~4500 pounds) their suspension went belly up. I do not know if they had the factory tow package yet or many other details, but figured some of you all would be interested/have questions that may be good to ask/share.

They are a long way from home and now need to be towed back (maybe to a shop closer by, still TBD).

View attachment 9187

How was your weekend? I hope everything in your world is moving forward at a comfortable pace. Have you heard any more about this issue?