Factory Tow Hitch by Vehicle: Which Trucks and SUVs Ship With a Receiver, by Trim

Each row is one vehicle generation as the site stores it. The columns answer separate questions, and the last two tell you how much to trust the rest.

• Factory receiver? is the status: standard, package, trim, dealer accessory, none, or not confirmed. A package means the receiver was an order option, so two trucks of the same trim can differ. A trim means one named trim includes it. Not confirmed means the site found no maker page that lists the receiver by trim, which is different from the vehicle lacking one.

• Receiver size and class gives the opening (2 in on nearly everything here, 1.25 in on the older Forester accessory hitch) and the class where a source names it. Several rows carry two classes from two sources. That is reported as a disagreement, not resolved by guessing.

• Max tow is the maker's highest figure for the generation, with the engine, trim or package it depends on. Your own figure is in the owner's manual and may be lower.

• Tongue weight is printed only where a maker or, for two Subarus, a Subaru dealer listing gives one. Most rows say not published, because the pages the site read do not state it.

• Source / confidence names the page type: a maker release, towing guide, brochure or owner's manual counts as maker; a dealer page, parts dealer or retailer counts as dealer or retailer; a forum post or reference site is named as such. Where the site's own research note says unconfirmed, the row says so.

• Guide on this site points to the page with the full fit table for that vehicle.

Read the status column first, then the source column. A row that says standard from a maker towing guide is the strongest evidence here. A row that says not confirmed sends you to the bumper and the window sticker.

A receiver reaches a vehicle in one of three ways, and the chart tags each row with one of them.

Standard equipment. The receiver is on every vehicle of that generation. Only two rows reach this bar from a maker page: Toyota's releases list an integrated tow-hitch receiver and wiring harness as standard on all grades of the 2010–2024 4Runner, and Ford's 2024 F-150 towing guide says a 2 in receiver rated 11,600 lb is standard. Even then the F-150 row is narrower than it looks, because the site read the 2024 guide and could not confirm the same status for the 2021–2023 trucks.

A factory package. The receiver is built in on the assembly line, but only when the package was ordered. Ford's Trailer Tow Package on the Ranger, the 4K Tow Package on the Maverick, the Explorer's Trailer Tow Package through 2024, Jeep's Trailer Tow package on the Wrangler and Trailer-Tow Package on the Grand Cherokee, Toyota's Tow Package on the 2016–2023 Tacoma and Chevrolet's Trailering Package on the Colorado all work this way. Packages often bring more than the receiver: the 7-pin connector, a brake controller, extra cooling and sometimes a higher rating. The Maverick is the clearest case, because without the 4K package the truck is rated 2,000 lb and with it an AWD truck is rated 4,000 lb.

A dealer accessory. The receiver is bolted on after the build, by the dealer or by the owner. Ford's 2024 Bronco towing guide describes the Bronco's hitch receiver this way, and Honda, Toyota (Highlander and RAV4), Subaru, Kia and Mopar all sell accessory receivers for vehicles in the chart. An accessory receiver gives you a hitch; it does not change the figure in the owner's manual.

The trim name is unreliable because packages cut across trims. Ford's 2024 Ranger guide makes the receiver standard on the Raptor and optional on XL, XLT and Lariat, so two Lariats can differ. Jeep's 2024 press kit lists the Wrangler's Trailer Tow package as standard on the Rubicon and Rubicon X, which leaves every other trim as an order question. The exceptions where trim alone is proof are few: the Pilot TrailSport (Honda), the 2010–2024 4Runner (Toyota) and, per Ford's guides, the Ranger Raptor and 2025–2026 Explorer.

The chart tells you what to expect. The vehicle tells you what you have. Four checks cover it.

1. Look under the rear bumper. A factory receiver is a square tube centered behind the bumper, often with a plastic plug in the opening. On the Wrangler, Gladiator and Bronco it sits right below the tailgate-mounted spare. On the Maverick, Explorer and most car-based SUVs it pokes through or sits just behind the lower fascia. If you see only a hole in the bumper face for a ball, that is a bumper ball mount, not a receiver, and the site's Frontier hub says to read the owner's manual for what that bumper is rated to pull. 2. Read the receiver label. Makers stamp or sticker the class and the ratings on the receiver itself. This is the only way to settle the rows where sources disagree on class: the Frontier (Nissan says Class IV, site data says Class III), the Grand Cherokee (Class IV per a dealer guide, Class III per the Mopar listing), the Gladiator and the 2024 Tacoma. On the Wrangler the label matters most, since owners on JLwranglerforums report every factory JL receiver they have seen is the Class II Mopar part rated 3,500 lb. 3. Find the trailer socket. A flat 4-pin connector runs lights only. A round 7-pin adds brake-controller and charge circuits, and on the Ford trucks, the Colorado and the Teslas it comes with the package. No socket at all usually means no package, though a receiver can still be there as an accessory. 4. Read the window sticker or dealer invoice. The package name and option code are printed there: 53R on the Ranger, 53Q on the Maverick, 53T for the F-150 Tow/Haul Package in Ford's 2024 guide. On a used vehicle without paperwork, a dealer can look the build up by VIN, which the site's Palisade guide recommends.

If all four line up, you have a factory package and need a ball mount, a ball and perhaps a brake controller. If only the receiver is there, treat it as an accessory and read its label before you load it.

Hitch class is a rating system for the receiver, not for the vehicle. The site's trailer hitch classes explainer covers the bands in detail; what matters here is that a receiver's class describes what the receiver can carry, and the vehicle's rating describes what the vehicle can pull. The lower of the two is your limit, along with the ball mount, the ball and the trailer coupler.

That cuts both ways in the chart. A Class IV receiver on a 2010–2024 4Runner is still a 5,000 lb setup, because that is Toyota's figure for the vehicle. The site's Pilot and Palisade guides make the same point: every aftermarket hitch they list is rated above the vehicle, so the vehicle is the limit. The other direction is the trap. The Wrangler's factory Mopar receiver is a Class II rated 3,500 lb and 350 lb tongue weight, and Jeep confirms 5,000 lb only for 2024 and later 4-door Rubicon automatics on 33 in tires. A Rubicon owner towing near 5,000 lb through the factory part is over the receiver's rating, which is why the site's Wrangler guide says to read the label. Ford's 2024 F-150 guide shows the same structure inside one truck: the standard receiver is rated 11,600 lb and the Tow/Haul Package's reinforced receiver 14,000 lb.

Receiver size is a separate question from class. Almost every vehicle in the chart uses a 2 in opening, which takes the widest range of ball mounts and bike racks. The exceptions are the 2019–2021 Forester accessory hitch at 1-1/4 in, and two rows where the size is not confirmed: the RAV4 Tow Prep receiver, which a Toyota dealer mentions without a size, and the 2024–2026 Ranger, where Ford's guides name Class IV but the site could not find the opening size on a Ford page. Measure the opening before buying a rack.

A receiver never raises a rating. Chevrolet's Colorado brochure ties 7,700 lb to the Trailering or Advanced Trailering Package and the 2.7L Turbo Plus, and GM Authority reports 3,500 lb for trucks without the package. Bolting a receiver onto a truck built without the package gives it a receiver, not the package rating.

Tongue weight is the downward load on the receiver: the trailer's coupler weight, or the whole weight of a hitch bike rack or cargo carrier. It is usually the number you hit first, and it is the number most makers leave off the pages the site read. The chart prints a tongue figure only where a source states it.

The maker figures in the chart are these. Toyota gives 500 lb for the 2010–2024 4Runner. Ford gives 500 lb weight-carrying and 1,350 lb with weight distribution for the 2024 F-150, 750 lb for the 2024–2026 Ranger and 550 lb for the Ranger Raptor, 400 lb for the Maverick's 4K package receiver, 350 lb for the Bronco and 450 lb for the Bronco Raptor, and 560 lb for the 2024 Explorer against 500 lb in the 2026 guide. Tesla gives 350 lb for the Model Y and 200 lb for the Model 3, each with its own package, plus separate carrier limits of 160 lb and 121 lb. Subaru's accessory documentation gives 270 lb for the 2.5L Outback and 350 lb for the turbo. A Subaru dealer listing gives 150 lb for the 2022–2024 Forester and 300 lb for the Wilderness, and the site could not confirm which figure applies to 2019–2021 cars. Mopar gives 350 lb for the Wrangler's factory receiver, which is the part's rating, not Jeep's vehicle figure.

Two rows carry figures that are not maker maximums. Nissan's 2025 Frontier specifications list tongue load values from 631 to 716 lb by configuration without labeling them as limits. Owners on TellurideForum cite 500 lb for the Telluride, and the site's Telluride guide uses that figure while saying it could not confirm it from Kia.

The 10 percent rule appears in the chart only where a source states it. The Telluride thread points out that 500 lb is 10 percent of 5,000 lb, and the Subaru figures sit at exactly 10 percent of the tow ratings. The site's Forester and Outback guides pass on the general advice to keep tongue weight around 10 to 15 percent of trailer weight for stability. That advice does not create a limit for a vehicle whose maker prints none. Where the chart says not published, the owner's manual is the only source.

For bike racks, the tongue figure is the whole budget. A platform rack with two e-bikes can pass 100 lb on its own, which the site's Forester guide notes is most of a 150 lb limit. On a Model Y or Model 3 the carrier limit is lower than the tongue figure, and Tesla's manuals say not to fit a carrier at all without the Tesla tow package.

Electrified versions of the vehicles in the chart carry their own ratings, and the chart keeps them separate where the sources do.

Toyota. The Highlander Hybrid is 3,500 lb against 5,000 lb for the 2.4L turbo (Toyota 2025 release). The RAV4 Hybrid is 1,750 lb and the Prime 2,500 lb in 2024 dealer figures. The Tundra and Sequoia use the i-FORCE MAX hybrid, standard on the Sequoia, and their rows carry Toyota's maximums of 12,000 and 9,520 lb without a receiver list.

Honda. CR-V hybrids (Sport, TrailSport, Sport-L, Sport Touring) are rated 1,000 lb against 1,500 lb for gas trims in Honda's 2023 and 2026 specifications. None has a factory receiver confirmed.

Ford. The Maverick hybrid is the one that changed. Ford's towing information gives 2,000 lb for every 2022–2024 hybrid, and 4,000 lb for 2025–2026 hybrids with AWD and the 4K package. Explorer hybrids (2020–2023 retail) got the receiver only with the Trailer Tow Package, like the gas models, and Ford's 2024 guide listed 5,000 lb for the 3.3L hybrid. The F-150 Lightning's receiver rating in Ford's 2024 guide is 10,000 lb with weight distribution, and the guide requires the Trailer Tow Package (53D) for trailers over 5,000 lb with the standard-range battery.

Jeep. The Wrangler 4xe is 3,500 lb in dealer guides, and Quadratec confirms the Mopar receiver fits it. The Grand Cherokee 4xe is 6,000 lb on Trailhawk and higher trims and 3,500 lb on base trims per one dealer guide, and the site notes that figure is not on the Jeep 2026 pages it read.

Tesla. Neither car has a receiver without the Tesla Tow Package. The Model Y package fits all Model Y vehicles and brings a 2 in receiver, a 7-pin connector and Trailer Mode, which Tesla says must be active when towing. The Model 3 package is listed only for Rear-Wheel Drive and All-Wheel Drive cars produced in 2024 or later, not the Performance, and the Vehicle Loading page of both Model 3 manuals says not to use the car for towing. Both manuals say not to install an accessory carrier on a car without the package, and the site's guides could not confirm how Tesla service treats an aftermarket hitch, so ask Tesla first.

Twelve rows carry some form of not confirmed in the status column. They fall into three groups.

Full-size trucks and SUVs with no trim list. Silverado 1500, Sierra 1500, Ram 1500, Tundra, Tahoe and Sequoia. The site's stored data lists a Class IV hitch with a 2 in receiver for each, the makers publish the maximum tow figures in the chart, and the site's hubs say most of these vehicles have a receiver. What the site could not find is a maker page that says which trims and model years include it. For the Tahoe, a request for Chevrolet's 2024 brochure returned an error on October 8, 2026, so the row stays as the site's hub had it. Ask the dealer to pull the build sheet by VIN and read the trailering package line, and ask whether the trailer brake controller and 7-pin connector are on it.

Midsize trucks with a package but no trim list. Colorado, Gladiator, 2019–2023 Ranger and 2024–2026 Tacoma. Chevrolet's 2023 brochure confirms the Trailering Package includes the hitch and 7-pin connector but not which trims get it as standard. Jeep's 2024 release lists Trailer Tow equipment under the Willys, Mojave and Rubicon and nowhere else the site could read. The 2019 Ranger towing guide was read as a forum-hosted copy for one model year. Toyota's 2024 Tacoma release confirms the 6,500 lb rating on the SR5 i-FORCE and TRD PreRunner XtraCab but says nothing about the receiver; the Class IV claim for those trucks is CarGurus'. Ask the dealer for the option code on the sticker (53R on the Ranger) and whether the receiver was fitted at the factory or by the dealer.

SUVs with a package the site could not pin down. Telluride and 2025–2026 4Runner. Kia's 2024 specifications page lists no hitch, and the site's guide could not confirm which trims got the tow package. Toyota's 2025 4Runner release does not mention a receiver at all. Ask the dealer which grades carry a receiver, what class is on its label, and, for the Telluride, whether the tow package includes the pre-wired connector that the site found a harness listing requires.

The common thread: not confirmed is a statement about the site's sources, not about your vehicle. The bumper, the label and the build sheet answer in minutes what the brochures leave out.

The chart on this page may be quoted or reproduced with a link to this page as the source. Page URL: https://rigconfigurator.com/learn/factory-tow-hitch-by-vehicle. Reviewed October 8, 2026 (2026-10-08). Each row carries its own source and confidence note; please keep those with any excerpt.

Example citation: RigConfigurator, Factory Tow Hitch by Vehicle, reviewed 2026-10-08, https://rigconfigurator.com/learn/factory-tow-hitch-by-vehicle