Toyota Tundra 2024 review: Preview test 

An arbitrary pricing score here, I'm afraid. Toyota is yet to reveal the pricing for its Tundra, but you can bet it won't be cheap. I suspect we're talking six-figures and up.

The full spec list (or what we know so far, at least) for the single trim Tundra Limited is a 3.4-litre turbocharged V6 engine, 10-speed automatic transmission, a dual-range 4WD system with limited-slip differential, front double wishbone and rear multi-link suspension as well as ventilated (354mm) front and (335mm) rear disc brakes, plus a 122-litre fuel tank.

There's also electric power steering, auto LED lights (including daytime running lights), 20-inch sports alloy wheels (with 265/60R20 tyres), heated, power folding exterior mirrors (with reverse tilt-down), an active front spoiler, a tub management system with side and back rails and moveable tie-down points, a towbar, towball and tongue, as well as a 12-pin trailer wiring harness, a trailer brake controller and trailer reversing guide.

There are nine colour options with solid, crystal pearl, and metallic paint finishes, black synthetic leather seats, heated and ventilated front seats with eight-way power adjustment, a leather-accented steering wheel with controls for multimedia and driver assist systems, a 12.3-inch digital instrument cluster, 60/40-split rear seat back, front and rear carpet floor mats, two rear ISOFIX points and dual-zone climate control (with rear vents).

Then there's keyless entry and start, a 14.0-inch multimedia touchscreen and a 12-speaker JBL audio system.

It doesn't get much better than this in Toyota's towing world. In fact, scratch that. It doesn't get better, period.

Toyota has taken to referring to the Tundra as its ultimate towing vehicle, and it's hard to argue, what with the big truck's massive 4.5-tonne braked towing capacity (less than it gets in the USA, but able to be driven in Australia without the need for a special licence), complete with a trailer brake controller next to the steering wheel, and a reversing guide.

Elsewhere, the Tundra measures a sizeable 5955mm in length, 1985mm in height and 2040mm in width, and rides on a 3700mm wheelbase, making it very much a full-size truck, and one that dwarfs even the biggest examples of the HiLux.

And that means space, and lots of it, in the back seat. Honestly, we had three less-than-small motoring journalists riding in the back, and we agreed a long-distance road trip would be a breeze.

For connectivity and power there are five USB ports, a single 12V accessory socket and a wireless phone charger. Not to mention wireless Apple CarPlay and wired Android Auto.

Add to that ample storage, including door pockets with bottle holders), a huge bed with adjustable tie-down points and practicality is one box the Tundra definitely ticks.

The Tundra has a massive 4.5-tonne braked towing capacity.

There's no denying the Tundra is a big beast, but it doesn't feel unmanageable. I don't want to say it shrinks around you, because it doesn't, but it doesn't feel intimidating when you first climb in. It all becomes natural, pretty quickly.

There is plenty of weight on board, and it does make itself known on tighter corners, especially going downhill, where you can feel the vehicle start to run to the side a little bit.

It still feels manageable, though, and you find yourself naturally washing off speed as you approach that kind of corner.

There's no denying the Tundra is a big beast, but it doesn't feel unmanageable.

The other big-ticket item is towing. It's a big number, and it's not just an on-paper spec. We towed 4.5 tonnes (a new PB for me), and the Tundra did it without breaking any kind of sweat.

And that, I think, is the magic of the Tundra formula. Toyota doesn't want it to go after the LandCruiser's off-road title. Instead, it wants it to be an easy, breezy towing vehicle. And I'm no master-tower, but I found the process natural-feeling and easy.

The other really cool thing on offer here is the i-Force Max engine, which does sound a little bit like a gang of crime-fighting superheroes. But it also delivers a huge amount of power, and delivers it such a way that there are no torque holes to fill.

The Tundra towed 4.5 tonnes without breaking any kind of sweat.

It's just smooth, linear acceleration from the moment you plant your foot. It will also accelerate to around 30km/h on electric power alone.

Downsides? It's big and heavy, and so, unsurprisingly, thirsty.

I know we've just covered fuel use above, but some of the numbers we saw flash up on the screen would strike fear into even the fattest of wallets.

The Tundra's i-Force Max engine delivers a huge amount of power.

For now, the only way you can get behind the wheel of a Tundra is to win Toyota's lottery, with 280 customers joining the Tundra Insider Program, who essentially get the vehicle for 12 months, and are asked to report back regularly on how their truck is performing.

It's the final approval stage for the Tundra, with that feedback then rolled into the final offering when the truck goes on sale next year.

At a glance, it seems a solid deal for those customers, all of whom will sign a “subsidised lease” (in that Toyota shares the costs), and will then likely be given the option to purchase the vehicle at the end of the term.

The Tundra is being offered in a single Limited trim, and customers are charged $2500 per month, covering all scheduled servicing and maintenance, mechanical repairs, replacement tyres, roadside assist and comprehensive insurance.