GMC Acadia Tow Package: What’s Included & What’s Missing

The hitch lines up, camera grid locked in, but the coupler still won’t drop. Then the dash throws “No Tow/Haul mode.” That’s usually the moment it clicks: a hitch doesn’t equal tow-ready.

In the Acadia, towing strength depends on a single factory option, Trailering Package (RPO V92). It adds heavy-duty cooling, a higher-output alternator, and the wiring logic that turns a crossover into a serious hauler. Without it, max trailer weight stalls around 1,000 lb, no matter how aggressive the styling.

This guide breaks V92 down to hardware and code. What’s in the package, how the 2017–2023 models compare to the 2024 refresh, where owners miscalculate payload, and why the missing brake controller matters more than the visible hitch.

By the end, it’s clear which Acadias are built for 5,000 lb, and which are just hauling air.

1. What actually gives the Acadia its towing chops?

Most assume the Acadia’s tow rating comes from the hitch. Not even close. The real upgrade is buried in the factory order sheet: Trailering Package, RPO V92.

That single option unlocks the cooling, power delivery, and electrical logic that lets this crossover haul like a midsize truck. Without it, the Acadia is rated for just 1,000 lb, no matter what’s bolted to the bumper.

GM’s hidden language behind real tow ratings

General Motors packs towing DNA into its RPO codes. The one that matters most: V92 for the full Trailering Package. V08 signals heavy-duty cooling, larger radiator, transmission cooler.

CTT and PZ8 bring camera tricks like Hitch Guidance and Hitch View. When you’re shopping used, these codes matter more than the brochure. No V92? No real tow capacity.

Why DIY hitches won’t cut it under load

Sure, you can bolt on a receiver and plug in a 4-pin harness. It’ll handle a light trailer. But what you won’t get is the ECU reprogramming, upgraded alternator, or thermal overhead needed for long climbs or summer towing.

That’s why GM caps non-V92 setups at 1,000 lb. The hardware might fit, the brains don’t follow.

What V92 actually adds, and how it changes the numbers

On 2017–2023 models, only the 3.6L V6 with V92 hit 4,000 lb. Four-cylinder models, even with a hitch, stayed at 1,000 lb.

For 2024 and up, things got clearer: every Acadia runs a 328-hp turbo four, and with V92, it’s rated for 5,000 lb across the board. Skip the package, and there’s no tow rating at all.

The actual gear that makes it all work

• Class III 2-inch receiver: Frame-mounted, 5,000-lb rating in weight-carrying mode. Supports weight distribution hitches but doesn’t raise the ceiling.

• 7-pin trailer wiring: Powers lighting, trailer charge lines, and supports brake controllers (not included).

• V08 cooling system: Larger radiator and beefier transmission cooler fend off heat during climbs and traffic.

• High-output alternator: Around 170 A on second-gens, 220 A on newer 2.5T models. Powers headlights, fans, trailer brakes, and charge lines at idle.

• Hitch Guidance & View: Camera overlays on the infotainment screen, no spotter needed.

• Tow/Haul mode: Alters shift points and traction logic to keep the Acadia stable under load.

2. Two generations, two completely different tow setups

The second-gen Acadia made you jump through hoops, specific engine, exact options, to tow anything real. The third-gen finally cleaned things up. Same engine across all trims. Add V92, and it’s tow-ready.

2017–2023: Only the V6 had real tow muscle

These years came with a mix of engines, but only the 3.6L V6 with V92 could pull 4,000 lb. The four-cylinder variants? Capped at 1,000 lb, regardless of hitch.

V92 bundled the Class III hitch, 7-pin wiring, V08 cooling, and a stronger alternator. Without all of that, you’re stuck in light-duty territory.

2024–2025: One turbo engine, full 5,000 lb with V92

The redesign made it simple. Every trim gets a 2.5L turbo four (328 hp, 326 lb-ft). When paired with V92, every model can tow 5,000 lb. The alternator jumps to ~220 A, Hitch View is far more common, and there’s less guesswork. One engine, one math equation, finally.

Side-by-side specs, old vs new

What carried over, and what didn’t

Receiver and 7-pin harness? Still there. Factory brake controller? Still missing, you’ll need to add your own. Weight distribution hitches are fair game, but your rating stops at 4,000 or 5,000 lb, depending on year. Ratings might sell the SUV, but payload and tongue weight rule the road.

Why this evolution changes how you shop

Second-gen Acadias are a puzzle. You’re hunting the V6 + V92 + V08 combo, or you’re stuck towing lawn clippings. With third-gens, it’s easy: pick a trim, add V92, tow 5,000 lb.

Just don’t forget a brake controller. Either way, the build sheet and door-sticker payload label matter more than anything the salesperson says.

3. Confidence you can feel, control that doesn’t flinch

With V92 on the build sheet, the Acadia stops pretending. Hardware, software, and camera tech all work in sync, no half-baked bolt-ons fighting each other.

Heat stays down, voltage stays steady, and gear shifts hold firm on climbs. That’s the difference between wrestling the wheel and cruising with calm hands.

Match the trailer to real-world numbers, not the sales sheet

Stay under 2,500 lb, and the Acadia feels composed, think small utility trailers, light cargo, or a single PWC. A 7-pin plug still makes sense here, giving you room to grow.

Past 2,500 lb, add a proportional brake controller and start paying attention to tongue weight. Once you’re in the 3,500–5,000 lb range (2024+ with V92), plan on a weight-distribution hitch with sway control and treat your payload math like it’s non-negotiable.

Ignore this, and stopping distances stretch fast. Anyone claiming “a 4-pin works for everything” has never towed on a downhill curve in the rain.

Tow mode that actually changes how the Acadia drives

The Tow/Haul setting inside Traction Select holds gears longer and shifts later to keep the turbo in its sweet spot. It also adjusts stability control to avoid overreacting to trailer sway.

On downhill grades, pair it with manual downshifts for extra engine braking. Flip it on before you move, not after the sway kicks in.

Cooling and current that pull their weight

V08 cooling is the unsung hero. A bigger radiator and tougher trans cooler stop heat spikes in slow traffic or steep grades.

Alternator output, about 170 amps on second-gens, 220 amps on the 2.5T, keeps power flowing even with HVAC on high, brake magnets pulsing, and charge lines feeding a trailer battery. At night, the lights stay bright, and the system doesn’t blink.

Camera guidance that saves your bumper (and your ego)

Hitch Guidance overlays dynamic lines on the camera view so you steer to the ball, not just guess. Tap Hitch View to zoom in on the receiver and watch the coupler settle in real time, no spotter, no yelling.

Fewer missed attempts means less jackknife risk in tight spaces. Line it up once, latch it, cross the chains, and go.

The whole towing picture, condensed

4. The real limits: before you even leave the driveway

The big tow number on the brochure is meaningless if the numbers on your door sticker tell a different story. Payload, tongue weight, and trailer brake laws decide whether the Acadia stays stable or overheats and drifts in hard stops.

Payload: the number that quietly steals your towing capacity

Payload is what the vehicle can carry inside, not what it pulls behind. Tongue weight counts against that, along with passengers, gear, and fuel.

With a trailer, tongue weight should land around 10–15% of gross trailer weight. For a 5,000-lb trailer at 12%, that’s 600 lb on the hitch, before anyone even climbs in.

Being “under 5,000 lb” means nothing if the payload’s already gone. That’s how handling gets sloppy and rear suspension sags.

Quick payload check: 3 steps to stay out of trouble

1. Look for the payload rating on the driver-side door jamb.

2. Estimate tongue weight at 10–15% of total trailer weight (use 12% as a safe average).

3. Subtract tongue weight, then subtract people and gear. What’s left is your margin.

If the front gets light, steering wanders, or the rear squats, you’ve already blown past safe limits. Redistribute the load or add a weight-distribution hitch, but remember, you’re still bound by the factory cap.

Trailer brakes: non-negotiable above 2,500–3,000 lb

V92 gives you the 7-pin wiring and a brake controller lead, but not the controller itself. Over 1,500–3,000 lb, most states require trailer brakes, and even when they don’t, you want them.

Install a proportional controller (Tekonsha, Curt, Redarc), connect it to the factory brake circuit, and mount the control knob where you can reach it fast. Then test and set gain with a fully loaded trailer in a safe, flat lot. Stops should feel firm and straight, no trailer push, no lockups.

Skip this step, and that first downhill light turns into a white-knuckle ride.

Fuel economy: the cost of that trailer grin

EPA estimates fall in the 20–23 mpg range without a trailer. Hook up a tall camper, climb a grade, or battle headwinds, and it drops fast; 8–13 mpg is common. Aero drag climbs hard with speed, so hold 55–65 mph, keep tire pressures dialed in, and plan more fuel stops.

If coolant or transmission temps rise, downshift to raise RPM and flow. The cooling system is strong, but even V08 can’t fight physics if you ignore the warning signs.

5. Hardware that actually earns its keep

The Acadia’s Class III, 2-inch receiver is frame-mounted and built for 5,000 lb in weight-carrying setups. Some weight-distribution hitches advertise 7,500 lb, but the vehicle’s own cap still calls the shots.

Second-gen V6 models with V92 top out at 4,000 lb. The 2024+ turbo 2.5 bumps that to 5,000 lb. Push past those numbers, and you’re not just risking warranty; you’re cooking parts before you reach the campground.

When weight distribution hitches are worth the hassle

A WD hitch pays off when the rear end squats, steering feels vague, or wind throws the rig around. It pushes weight back onto the front axle, helping the Acadia track straighter and respond better.

Add sway control if you’re pulling a tall camper or anything with a canvas cover, catching crosswind. Just remember, WD improves the ride, not the rating.

Wiring that makes or breaks your stopping power

V92 includes a 7-pin socket with a dedicated brake controller lead, but no controller. A basic 4-pin lights up brake and turn signals, but won’t help you stop.

The 7-pin powers lights, reverse lamps, a charge line, and most importantly, the electric brake circuit. That’s what keeps a loaded trailer from pushing you through the intersection. Add a proportional brake controller (Tekonsha, Curt, or Redarc), and mount the knob within arm’s reach.

Cooling system: silent but critical

Heat climbs fast when you’re towing. The V08 cooling upgrade adds radiator surface area and a tougher transmission cooler, that’s what keeps fluid alive on long grades.

It’s built for heat, but it’s not magic. Keep Tow/Haul mode active, hold 55–65 mph on the highway, and downshift early to boost coolant and trans flow. Ignore it, and the dash won’t warn you until it’s already too late.

Alternator power: why amps aren’t just a number

Older V6 Acadias with V92 got a 170-amp alternator. The 2024+ turbo models step it up to 220 amps. That extra juice matters.

With trailer brakes pulsing, HVAC blasting, headlights on, and a charge line feeding a camper battery, weak voltage means weak braking and dimming lights before any warning chime.

Keep grounds clean and batteries healthy. It’s the difference between smooth power and flickering trouble.

4-pin vs 7-pin: here’s what you’re really getting

6. Habits that make or break the tow

Hooking up the trailer is just the start. What really matters is how you prep and how you drive. GMC gave the Acadia smart hardware, but it’s useless if the driver ignores the limits.

Break-in isn’t optional

Fresh off the lot, the Acadia isn’t ready to tow. GMC is clear: no towing in the first 500 miles. That’s when pistons, bearings, and gears bed in. Towing too early risks glazing cylinder walls or cooking clutches before they’ve had a chance to seat.

Even after that, the first 500 miles of towing are a second break-in. Keep speeds under 50 mph, skip full-throttle launches, and let the drivetrain adjust to the extra weight.

A pre-trip checklist that actually protects your setup

Start with tire pressure, both vehicle and trailer. Underinflated tires are the top cause of sway and blowouts. Check lug torque on both rigs.

Walk the coupler: latch it, pin it, and cross the chains in an X under the tongue. Test the lights. Then check trailer brakes with a manual override or low-speed roll.

Use a scale or calculator to confirm tongue weight. Guessing here is how trailers end up fishtailing down the highway.

Driving smart when the trailer’s behind you

Tow/Haul mode matters. Engage it before you roll, not after things go sideways. It adjusts shift points, converter lockup, and stability thresholds.

On grades, let the engine hold speed, don’t burn the pads. On the highway, the Acadia settles in best at 55–65 mph. Faster than that, and aero drag ramps up fast while stability drops.

Leave more space, plan lane changes early, and always remember, your stopping distance just doubled, and so did your turning radius.

7. Spend where it counts, not where it shines

Hitches and harnesses are cheap. Heat control and clean wiring? That’s where the real money hides. If your Acadia already has V92, you’ve got the expensive parts covered. But to stop that weight safely, you still need a good brake controller and a clean install.

What the bill really looks like

The V92 package bundles the Class III hitch, 7-pin wiring, heavy-duty cooling, high-amp alternator, and Hitch Guidance. What it doesn’t include is a brake controller, and without that, the trailer won’t stop right.

Retrofitting a non-V92 Acadia adds up fast. Here’s what real-world costs look like:

If your Acadia already has V92, you skip most of this. But you’ll still need to budget for a controller, that’s the piece that turns the brake lead in the 7-pin into real stopping force.

Upgrades that earn their keep

A weight-distribution hitch with sway control calms the whole setup, especially with tall campers or long boats. It keeps steering tight by pushing weight back onto the front wheels.

Clip-on mirrors fix blind spots when the trailer’s wider than the SUV. And a trailer TPMS? It pays for itself the first time it catches a leak at 65 mph.

Spend where safety moves. A good controller, solid wiring, and a well-matched WD hitch do more for your tow than any chrome ball mount ever will.

8. Spec it like you tow, not like you daydream

You’re not buying parts, you’re buying margin. Build the Acadia for the trailer you actually tow, not the one on your Pinterest board. A smart spec keeps temps in check, brakes sharp, and steering planted when the weather or weight turns against you.

Quick-fit guide that actually works

“A hitch is a hitch” isn’t the truth here. Your limit is on the build sheet and the payload sticker, not the ball mount in the bumper.

Weekend loads under 2,000 lb: simple, stable, smooth

For small trailers and flatbeds, the Acadia doesn’t break a sweat. Even without V92, the ride stays composed. But adding V92 is still smart, it gives you room to grow with upgraded cooling and wiring.

Keep tongue weight around 12%, lock your load down tight, and check tire pressures before every trip.

Midweight zone: 2,000 to 3,500 lb needs real braking brains

This is where a proportional controller becomes a must. Wire it cleanly to the factory 7-pin, set the gain with a loaded trailer, and mount it where you can reach it fast.

On tall campers, a WD hitch flattens the stance and sharpens your steering. With V92 doing the background work, the system holds steady even on long days.

Heavyweight loads: 3,500 to 5,000 lb calls for discipline

This range belongs only to 2024+ Acadias with V92. Add a good controller and a WD hitch with built-in sway control. Set tongue weight between 10–15%, then run payload math with every person and every duffel bag.

Keep it under 65 mph, use Tow/Haul mode from the start, and downshift on long descents to protect your brakes. Treat it like a truck, and it’ll pull like one.

Used buyers: three things to check before you sign

Don’t trust the listing. Ask for the build sheet, V92, and V08 should be there in writing. Pop the bumper and look for the 7-pin, clean and properly mounted. Then check the payload label on the door jamb. Ask yourself: once that tongue weight is on the hitch, does your family and gear still fit?

If any one of those answers is no, walk away. There’s a better spec out there.

Why some Acadias tow like trucks and others don’t

The Acadia’s Trailering Package isn’t a bolt-on hitch; it’s a factory-built system that combines cooling, alternator power, wiring, and camera support into a setup built to handle real weight.

On second-gen models, only the 3.6 V6 with V92 hit 4,000 lb. The third-gen cleaned that up; every 2024+ trim with V92 can tow a full 5,000 lb. That puts GMC right in the mix with rivals like the Honda Pilot and Kia Telluride.

The strengths are clear. Cooling headroom and a high-output alternator give the drivetrain room to breathe, even in heat or at night. Hitch View and Hitch Guidance make solo hookups easy. And the 2.5T has the torque to move real trailers without gear-hunting.

But the limits are real. Payload, not tow rating, is the real choke point. Fuel economy drops hard under load. And without a factory brake controller, you’ll need to add a proportional unit if you want clean, safe stops.

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