Words by Craig Seckerson, Photos by Craig & Jo Seckerson

The Toyota Tundra finally reached Australian showrooms in late 2024 following an extensive local evaluation program, I have been given the opportunity to put the recently launched top of the range Platinum model through its paces. Needless to say, I was a little excited when picking up the vehicle, having already seen a handful on South Australian roads, it looks every bit the American big rig.

A full-sized pick-up truck has been a long time coming to our shores and the current model is the third generation to wear the Tundra name. The original debuted in the US in 1999 replacing the outdated T-100, which several of my American friends often lovingly referred to it as the “big HiLux”. While previous generations have found their way here through private importers and specialist conversion companies, this third generation Tundra is the first to be officially offered in Australia by Toyota.

The Tundra is sold in countries such as Canada, Mexico and now Australia, but you can clearly see its core purpose is to compete in the highly competitive US pickup segment dominated by the Ford F-Series. Which according to my research sells a vehicle approximately every 33 to 39 seconds, and the Chevrolet Silverado which sells approximately one every minute.

From discussing the Tundra with my US friends, the Tundra has found a loyal following in North America, but it remains far from challenging Ford, Chevrolet or even the Ram for sales selling one vehicle every 3-4 minutes, despite Toyota’s strong reputation.

Australia presents an entirely different landscape, the full-size American pickups occupy a relatively small niche market compared with traditional dual-cab Utes, whereas vehicles such as the Toyota HiLux and Ford Ranger dominate sales. While specialist conversion companies have imported and converted American pickups for years, the full-size segment gained real momentum in 2015 when factory-backed Ram Trucks Australia began delivering right-hand-drive vehicles locally on Australian soil, but the American pickups still only equate to 8-10,000 vehicles sold per annum in Australia.

Like some other manufacturers, Toyota has partnered with Walkinshaw Automotive Group to convert the Tundra into right-hand drive. Given that this is the first Toyota model to undergo third-party right-hand-drive conversion, the company took a cautious and extremely pragmatic approach to ensure the process met its rigorous quality standards. As a result, the Tundra arrived later than many of its rivals and possibly impacted sales due to lack of consumer awareness.

The Tundra range currently consists of two variants MRSP (not including on-road costs):

2026 Toyota Tundra Limited – $155,990 AUD

2026 Toyota Tundra Platinum – $172,990 AUD

I completed a quick search on the Tundra Platinum, based on the due diligence, my local Toyota dealer in Somerton Park SA offers the drive away price at $181,976 AUD equivalent to just over $127,000 USD, with no optional extras selected. Now, this is where I struggle a little, at this price point, it is incredibly expensive compared to a HiLux with a top of the range Rogue or Rugged X coming in at $78,544 AUD. Curious about the difference, I asked several friends in the United States to price an equivalent Tundra Platinum.

The average came back at approximately $66,000 USD, or around $92,000 AUD. Even allowing for shipping, taxes and the extensive right-hand-drive conversion, Australian buyers are paying close to double the American purchase price. Yes, converting a vehicle to right-hand drive is an expensive process, and yes, Australians do drive on the correct side of the road (sorry America!), but it’s difficult to ignore such a substantial price difference. At more than $180,000 AUD, the Tundra has a lot to prove if it is to justify its asking price.

Adding further pressure is the competition. The Platinum commands around $20,000 AUD more than an equivalent Ford F-150, approximately $24,000 AUD more than a Ram 1500 Limited, and as much as $35,000 AUD more than some Chevrolet Silverado variants currently available in Australia.

So, with the keys firmly in my hand, I step up to the Tundra, standing beside it for the first time and one thing becomes immediately obvious, it is positively huge. I absolutely adore the exterior aesthetics, it has tremendous presence and looks extremely purposeful. “The Beast” name was batted around by my friends who saw it, and it certainly gave me a warm feeling when walking towards it each morning. Climbing aboard the Tundra and trust me it is a long way up,  I am thankful for the solid, but non-retractable sidesteps.

I am pleased to report that interior first impressions indicate it is exactly what an Australian buyer would expect from a modern American pickup. The cabin is enormous with a copious amount of room for front and rear occupants, taking to the driver’s seat for the first time, it is immediately supportive and comfortable. The enormous centre console houses extensive storage and placing your passenger a good distance from you, a sizeable infotainment display sat in the middle of the dash.

The big Toyota’s interior is only available only in black, which I feel is possibly a missed opportunity considering its premium price tag, a choice of a light option in addition to the black tone would certainly help. Having said that, it looks and feels reasonably premium, but to me, it is not as luxurious as the mid-level VX Prado we tested a few months ago and for $180K plus, it felt a bit meh!

I particularly like the blue contrast stitching, the brushed metal look trim accentuating the doors, dash and piano black on the centre console all look good and break up the plastic look. The fully retractable roof blind exposes the panoramic sunroof when slid back, which further enhances the interior, giving a real sense of openness and space. The roof itself can open at the front leaving the fixed glass section towards the rear, but I found out the hard way that water drips onto the passenger if there are water droplets on the roof when opening.

I love the full glass roof feature during this time of the year, but during a South Australian summer where temperatures hit the early to mid-forties, it can be a bit much. The fully retractable rear glass screen is a real hit, while it is bit of a gimmick, it can also assist with those slightly longer pieces you need to get in the tub or to get air flowing through the cabin, whatever you use it for, I absolutely love this feature.

I like the quality of most of the materials that Toyota have used, but not all of them fill me with confidence they are going to last, some of the brushed-metal-effect trim looks more convincing from a distance than it does to the touch, while the piano black surfaces quickly become fingerprint magnets. Several dashboard and door sections also feel like synthetic leather stretched over hard plastic rather than the soft-touch materials expected in a flagship vehicle, a little padding underneath would significantly help improve the more luxurious feel.

Ironically, Toyota’s own Prado VX impressed me more with its cabin quality, it somehow managed to feel both luxurious and practical, whereas the Tundra occasionally feels more utilitarian than premium. At the previously mentioned and significantly cheaper US price, I would happily accept those compromises, but at nearly $180,000 AUD for the Australian model, they are much harder to overlook.

The front seats are without doubt a real match winner with 8-way power adjustment and 2 programable settings on the driver side, it is extremely comfortable, as is the fantastic headrest. But the passenger seat gets 10 power adjustments. So, I would presume that the increased functionality in the passenger seat is due to the right-hand drive conversion as it is fundamentally the driver’s seat in the US.

The feature missing on the driver seat in Australia appears to be the under knee seat extension, personally I love this feature when I have driven vehicles with it in the past, it really helps on long journeys, the sort the Tundra was designed for, so it is a shame that such an important factor was not deemed relevant during the right-hand conversion.

That said, both driver and passenger seats offer heating and ventilation functionality with an amazing massage function that can be accessed through the infotainment system, personally I would like to have seen this as a dedicated button on the seat rather than the screen, but it was easy to find once you know where it is located. The massage function consists of multiple programs and five intensity settings, I must admit the massage feature is incredibly effective at destressing the driver when stuck in traffic. My passengers possibly enjoyed this function more than I did as the driver, every time they got in the truck they would switch it on.

Like the increased functionality on the passenger seat as mentioned above, there are a few other areas that also indicate that this vehicle was originally a left-hand drive model. The main one is the infotainment system’s volume and fixed shortcut bar remain positioned on the passenger side of the display, requiring the driver to reach across the dash and screen in order to access the functions, again, this is only as minor point but each one adds up to potentially making the Tundra frustrating to live with.

Unlike many rivals, the Tundra does not feature satellite navigation of its own. Owners are required to rely on Apple CarPlay or Android Auto for maps and navigation, knowing Australia like I do, I would strongly advise studying maps offline and possibly download if possible, as in the middle of the Outback, a mobile or cell signal can be elusive.

Wireless Apple CarPlay is supported and was reasonably easy to set up, I had a couple of user issues throughout the test, but nothing I couldn’t rectify with a few screen touches and further familiarisation. As many of our readers will know, I do not read the infotainment instructions before a test as I like to determine the intuitive nature of the system for people who struggle with technology. Unfortunately, I didn’t get a chance to check the Android feature, but from research I am led to believe that Android Auto requires a wired connection through a USB-A port mounted on the centre console.

If this is the case, it will leave the cable visible across the dashboard, I am a little disappointed that the USB-A connection couldn’t be located next to the wireless charging pad at the lower section of the centre console. There are additional USB-A and USB-C ports located within the front section of the centre console storage compartment. I am also a little disappointed that the Tundra does not come with DAB radio, I have driven in the new $24, 000 AUD Chery Tiggo 4 and a Havel Jolion and it comes as standard in both, so it is annoying that this was not included in the conversion as the US favours the HD or IBOC Radio.

From reading reports about the Tundra, the JBL sound system appears to be a disappointment to a few auto-journalists, I however, feel it is the best quality sound I have heard since the Sony system in the Jaecoo J7. I found the sound to be rich and encompassing, the bass delivered a deep quality sound thanks to the Subwoofer behind the rear seat.

My only concern seems to be with every new vehicle, the speaker systems are too front focussed, but this is less apparent in the Tundra than in most. I am nit picking here, but it would be nice to see a JBL logo on the speakers to show that it is a premium audio system from a quality manufacturer.

Toyota’s latest 14″ colour touchscreen display infotainment system is generally excellent and easy to navigate, with good, clear graphics, reasonably intuitive menus and easy-to-read text. Unfortunately, I just found it just a little too boring in one of Toyota’s flagship vehicles. The driver’s 12.3″ multi-information digital instrument cluster is again, extremely clear, displaying analogue-style gauges for speed, turbo boost and hybrid system information.

I absolutely love the 10.9” colour head-up display, it is clear and further reduces the need to glance away from the road. I missed the extra features the Prado VX receives, like speed limit guidance and other cruise control information, but that is because I know the technology exists. Ultimately, the Tundra head-up system is clear and not overly intrusive, helping keep the drivers’ eyes and concentration firmly on the road.

As briefly mentioned above, the Tundra Platinum receives a wireless charging pad that is mounted at the base of the centre console, I like this addition as it is an angled pad and you can clearly see your phone should you need to pull over and respond. Moving towards the back along the centre console sees a small dreadfully plasticky, but useful retractable storage tray between some large armrests that form part of the huge centre storage bin.

The large centre bin has a number of intricate openings, as mentioned the little tray slides back, giving access to the main bin without fully lifting the armrest, which is a neat touch considering there are additional USB connections at the front end. The small centre opening lifts to reveal a small area to store anything thin and then depressing the button on the front of the armrest lifts the whole unit to give access to the full enormous compartment beneath.  Sitting just ahead of the centre armrest section are two especially useful cup holders that are big enough for a bottle and grips my medium sized morning coffee extremely well.

As many Adventure Rigs Readers will know, I love my physical buttons, I want to be able to adjust things on the move without having to venture through multiple menu screens that I feel takes my focus off the road. I am happy to confirm the Tundra has Physical climate controls buttons that are refreshingly simple and intuitive to use.

Beneath them sits another row of buttons, including a dedicated shortcut for activating the high-resolution surround-view camera system. The camera system generally performs well, although the reversing camera image can become noticeably washed out when the headlights are switched on in dark environments, reducing clarity and visibility, this is also evident in rain with droplets forming on the lens and limiting the field of vision. I absolutely love the digital rear-view mirror that comes as standard on the Platinum, it proves particularly useful when the tub is loaded and rear visibility through the actual mirror is limited.

With a pull of the lever under the housing, it switches from traditional mirror to digital screen seamlessly, you can adjust the digital view by using the buttons also located under the housing. I found the digital mirror exceedingly useful when reversing with a limited view of the street, after switching over it increased my field of vision.

Coming into an Adelaide winter (yes, it does get cold in Oz), the heated steering wheel is an absolute match-winner, but the controls are oddly positioned for driver convenience, it is tucked away low down to the right-hand side, not far away from the driver’s knee. It is an interesting location, most manufacturers are locating them on the steering wheel or near the climate controls, and I am struggling to understand why Toyota have taken this approach, but it is a lovely feature to have, and it works extremely well.

Rear-seat accommodation is generous compared with a midsize Ute, even compared to the recent impressively spacious Kia Tasman, it’s not quite up to limousine standards, but not too far away. Yes, driveshaft tunnel intrudes into the centre seating position, but I don’t really think this is going to pose any issues unless you are regularly ferrying 3x six-foot plus people in the rear cabin. Personally, I think if you had 3 rear seat passengers in the Tundra, I don’t think you would hear them complaining, based on local feedback, it is genuinely an enjoyable place to be.

I must admit, the passengers seated on the outer rear seats fare much better, benefiting from both heating and ventilation seat controls, and there are also USB charging ports, a fold-down centre armrest and seatback storage pockets for your rear seat passenger comfort. Like the front passengers, the rear occupants also get grab handles if the terrain gets a little rough, however, I found the location of them on the B-pillar a little annoying as a driver. I am old school, when I change lanes, I glance over my shoulder, the grab handle is right in the driver eyeline and obscures the view.

The more modern driver wouldn’t see this as an issue as they would be reliant on the side mirror cameras and lane change sensors to notify them of any obstacle. Although I didn’t use them, I am happy to report that the Tundra features family-friendly features such as ISOFIX child-seat anchor points on the outer rear seats and top-tether anchors for all three seating positions.

The tub is both lined and illuminated, the lighting is an impressive touch and neatly lights the rear tray to ensure you can clearly see at night. I like the continuation of the protective plastic cover around the lip of the tub, this will prevent scratching upon loading/unloading and is a solid addition from Toyota that will help the Tundra to continue to look good throughout its life.

The addition of the trailer electrical point is neatly set into the bumper, there is no searching under the tow bar trying to inset the connector, it has a spring-loaded dust cover that allows for easy access. The Tundra has metal tie-down points at each corner and four adjustable heavy-duty plastic tie-downs mounted on sliding rails along the sides, I found this extremely useful for objects that do not conform or require extra tie downs.

The powered tailgate can be opened or closed at the press of a button, whether it is via the key, a button inside the cabin, the tailgate itself or a exceptionally handy nudge button found on the passenger side rear taillight. Although, I was speaking to a friend who owns another Toyota, he has accidentally left items on his rear bumper and as he lowered the tailgate, the left items dented the tailgate metal against the bumper, now I tested the sensors on the Tundra tailgate and you have to give it a bit of effort to make it stop.

Therefore, I am not going to test my theory, but I think the tailgate motor is too strong and if you leave anything larger than a set of keys on the bumper it will damage the face of the tailgate. Honestly though, you will only do it the once!

I am a little disappointed that the Tundra lacks some of the clever integrated access steps found in other Ute competitors, as it really is a big step up into the tub. Again, when I am paying over $180,000 AUD for a Ute, you can imagine my frustration when I found that the Tundra Platinum is not fitted with a tonneau cover as standard, it is most certainly available as Toyota offers one as part of its Tundra accessories catalogue at a cost of $2,182 AUD plus fitting.

Come on Toyota, why would you not fit this feature as standard to your top-of-the-range pick up. The 4.5T towing kit is also an option, this product retails at $405 AUD plus fitting, personally and to be on the safe side, I would also include a weight distribution hitch if towing substantial loads.

The Toyota Tundra range sold in Australia is powered by an incredibly impressive twin-turbocharged V6 hybrid drivetrain, although research shows that overseas markets also have access to the non-hybrid version of the same engine. It would be interesting to do a side-by-side comparison to see how they compare in performance and economy, that will be a test for another day.

Toyota continues to market the powerplant as a FORCE MAX 3.5L Twin-Turbo V6 1 Motor Hybrid engine, despite its actual displacement being 3,445cc. Performance is exceptionally good for such a big truck, probably thanks to the parallel hybrid powertrain that teams the 290kW/649Nm twin-turbo V6 with a 36kW/250Nm motor generator, for a total combined output of 326kW/790Nm.

I have researched the official fuel consumption figure, but Toyota do not seem to have published them for the Australian market, this might have something to do with the Tundra’s gross vehicle mass exceeds 3,500kg and is therefore not required to do so. At the time of researching and writing this article, the Tundra is the only hybrid entrant in Australia’s full-size pickup segment, however, as you will read below, despite the hybrid system, our testing revealed fuel economy that was slightly higher than several of its conventional petrol-powered rivals.

I kept my driving pattern the same as I would in a normal week, incorporating city, suburban and highway conditions and giving a good indication of an overall average consumption. The Tundra Platinum returned an average fuel consumption figure of 14.5L/100km. From researching, the V8-powered Silverado LTZ Premium achieves 13.4L/100km although I have heard of Silverado’s pushing 17L/100kkm, whereas the twin-turbo V6-powered F-150 returns 13.9L/100km and I have been reliably informed that this figure is slightly higher than normal day-to-day living, where vehicles can achieve around the 12.5L/100km.

Ultimately, there is little to separate the big rigs despite their engine configuration and I believe most decisions will come down to whether the driver wants a V6 or a V8. However, Toyota somehow manages to get the intoxicating deep rumble note from their V6, it really does sound good when accelerating and gives me a bit of a NASCAR vibe.

Driving Experience

Despite the Tundra being a Toyota hybrid, I can happily confirm that it delivers a driving experience unlike any other Toyota hybrid I have driven. The performance is strong thanks to the twin-turbocharged V6 and electric motor combination. There is ample torque available from low revs, and enthusiastic throttle applications could easily provoke a little squeak from the rear tyres.

There is no dedicated EV mode button, and thankfully there is no sign of the characteristic stretchy rubber-band sensation associated with e-CVT equipped hybrids. Aside from the low-speed pedestrian warning sound, the hybrid system operates largely in the background and rarely draws attention to itself.

I generally kept to Eco mode while driving, I found minimal difference between the Eco and Normal settings, however, the Sport setting did sharpen the gearbox which I actually found to be a little jerky for normal suburban road driving, Sport mode was okay on the windy roads up in the hills, but I soon went back to the more relaxed Eco mode as it still has plenty of power and delivers a more comfortable ride.

Brakes are impressive, ventilated all round, 354mm with fixed four-cylinder callipers at the front and 335mm floating single-cylinder callipers at the rear, they filled me with absolute confidence that the big rig was going to stop at any speed and when descending from the hills.

Stuck in traffic, the Tundra system behaved differently from the smaller Toyota’s hybrids or other hybrids I have driven. I found the engine frequently remained idling at traffic lights despite a reasonable battery charge, even depressing the brake pedal a little harder doesn’t help, the Tundra’s automatic stop/start function seemed to choose to activate when it wanted to or not with no real reasoning.

On the road, it is as you would expect from an American truck, road noise is reasonably well suppressed, you can hear wind noise and it is a little intrusive at highway speeds, that said, I found it less obvious if you have the music on, even at a low volume. I found the drivers window seemed to continuously click when driving at higher speeds, although I am not sure what the correct word would be as it is a strange noise, it is as if the window is not sitting tight enough in the seal.

I kept pushing my elbow against the window and it would stop, this clicking or vibration was also apparent if the music contained copious bass. It would not be a huge issue on a $90,000 AUD truck, but we have to remind ourselves that this Tundra Platinum costs in excess of $180,000 AUD, so there is just cause for concern regarding premium build quality.

I was more than impressed with the Tundra’s 10-speed automatic transmission, from the various driving environments I encountered, it remained extremely smooth and refined, Toyota have done a fantastic job matching this gearbox to the V6 Hybrid. There was no distinct difference between the selection whether it was being driven by the electric motor or the ICE, it was all seamless.

The Tundra offers the gearing to be selected manually by nudging the transmission selector to the left, it must be noted that there is a lack of steering wheel-mounted paddle shifters, which for me is not a problem as I prefer using the stick, but it could be an issue for others who favour paddle changes.

I have experienced both the Ram 1500 and Chevrolet Silverado and they tend to feel more like traditional trucks, whereas from driving the Tundra it does offer a reasonably easy driving experience, unless you are on smaller back roads or trying to park in a supermarket carpark. The steering feel is exceptionally light for such a large vehicle and sometimes I felt a little too isolated with less feedback than I would ordinarily want from my vehicle, but I then remembered, this is a full-sized pick-up truck not a sports car.

Toyota have got the balance nearly perfect, and it is that lightness that makes navigating tight urban streets better than it could have been and surprisingly nimble for such a big lump.

Ride quality strikes a balance between comfort and control, compared with other US based vehicles I have driven, the suspension feels slightly firmer, this is by no means a bad thing as it soaks up the imperfections found on SA roads, and performs well around the twisty stuff for such a large truck. The Tundra feels quite at home whether it is driving along the expressway, on dirt tracks or venturing around the smaller meandering lanes, it delivers the plush ride expected from a large American pickup. 

I experienced the occasional chassis shudder, I found this came to the forefront over rough surfaces during acceleration. The rear axle becomes slightly unsettled over sharp bumps or uneven road patches, but nothing really to write home about and this happened while unladen which I feel will not be a problem when towing or loaded. I am happy to report that during our tests, the Tundra remained comfortable and composed, it also proved impressively compliant and relaxed even when driven on unsealed roads.

Long-distance touring is one of the Tundra’s strengths, the adaptive cruise control system performs reasonably smoothly although I needed to adjust the front sensing radar a couple of times. The lane-keeping assistance gains lane-centring functionality when cruise control is active, but this still was not as impressive as the Prado VX we tested.

Having recently driven the Prado, I am finding myself comparing the two, it is apparent that the Tundra’s cruise control and driver aids require more driver input than the Prado, so it performs more like a traditional car than some of the more technically advanced vehicles I have recently tested. The driver aids, combined with the comfortable seating and refined cabin, it is clear to see the Tundra is an effortless tow vehicle for covering vast distances on the open road.

I did not conduct my normal off-road testing mainly due to the fact the Tundra is not seen as a conventional 4×4 vehicle, it is recognised as a continent crushing tow vehicle. That said it is does appear to be equipped for a more demanding terrain. I used the Tundra mainly in 2WD, but 4WD high and 4WD low range can be selected via the lever in the centre console.

I visited a friend whose driveway was a little boggy due to the recent rains, and on the smallest of inlines the Tundra started to slip and slide, I put it into 4WD high, and it continued to slip, so I selected 4WD low and it gained traction and manoeuvred accordingly. However, this small, muddy incline really highlighted the Tundra excess size, weight and limitations. I am confident if you replace the standard 265/60R20 Brigstone Dueler H/T with some premium all-terrain tyres, it would enhance its performance no end and could really start to shine a little more off-road.

I decided to test the towing capability, so visiting a friend with a Spa business, we loaded up his large trailer with a Spa. The Tow/Haul mode and trailer reversing assist system capable of automatically controlling steering inputs while backing up a trailer which helps enormously, as is the clear camera system that make hitching up a breeze. The Tundra definitely comes into its own when it is hauling, for my own benefit, I completed a table with some towing figures input on the Tundra and its competitors, and to my surprise the Tundra actually fairs extremely well compared to the V8 variants.

It is interesting reading the table, the V8 competitors can officially tow 4.5T, but when they are at the maximum tow weight, they can carry little else due to the maximum Gross Combine Weight/Mass figure. Based on my research towing 4500kg, one competitor vehicle, that shall remain nameless, the payload remaining at maximum tow weight is only 117kg, so that means I wouldn’t be able to take a passenger with me.

I actually have friends that weight more than this figure, so if they are towing 4500kg it means they would not be able to drive the vehicle in Australia, which seems a little ridiculous. Although I am pleased to say, probably thanks to the V6 setup, the Toyota fairs well and still keeps a good payload figure of around 300kg at maximum towing capacity.

From researching the Tundra in more detail, I am not aware of it having been awarded the traditional star scoring from ANCAP, which I believe is because it falls into the heavy vehicle class above 3,500kg Gross Vehicle Mass and is classified for commercial use. Therefore, it graded the Tundra (Limited & Platinum variants) as a specialised safety rating at a Silver collision avoidance grading.

However, the left-hand-drive model sold in North America performed exceptionally well in testing conducted by the Insurance Institute for Highway Safety (IIHS). For 2025, it earned the organisation’s prestigious Top Safety Pick+ rating, and at the time became the only full-size pickup truck to achieve the highest level of recognition. As a side note, the Top Safety Pick+ is the highest achievable award for a vehicle, so this should give you some peace of mind while on the open road. 

In terms of ownership, the Tundra joins the Ford F-150 and, more recently, the Chevrolet Silverado as one of the few vehicles in the segment offering a 5-year warranty, along with capped-price servicing. However, other manufacturers have yet to join the party and still only offer 3, so this could influence your decision when looking at the American big rigs.

I am impressed with the Tundra, however, if I were to own one, the primary downside is Toyota’s relatively frequent maintenance schedule. Servicing is required every six months or 10,000 kilometres, whichever comes first, which is considerably more frequent than some competitors, this may increase running costs for high-mileage owners, especially considering this is the Tundra’s main purpose, long distance towing. 

Verdict

The Toyota Tundra enters Australia in an extremely niche but highly competitive segment and, despite its many strengths, I feel it struggles to establish a clear advantage over its key rivals beyond the strength of the Toyota badge and the reassurance of the brand’s far-reaching dealer network. Apart from the size and slightly increased towing capacity, I personally struggle to see the advantage of any of the American big rigs over the exceptionally competent mid-sized pick-ups or large SUVs. These large trucks are not quite tradie Utes nor are they luxury SUVs, they seem to ever so slightly bridge a small gap with a premium interior and additional flexibility from having a tub.

On paper, the Tundra’s hybrid twin-turbocharged V6 powertrain appears to be a major selling point, especially with the intoxicating exhaust note that sings every time you step on the fast pedal. In practice and in the real world we have seen fuel consumption broadly comparable to several conventional petrol-powered competitors, thus limiting the benefits of living day to day with the electrified drivetrain.

While the cabin is spacious and comfortable, it lacks some of the smart features and practicality found in some of the competing full-size pickups. Similarly, its four-wheel-drive system is not as comprehensive as some rivals, and its asking price places it firmly at the upper end of the segment.

Toyota’s long-standing reputation in Australia for durability and dependability will undoubtedly appeal to many buyers, although the Tundra has not been entirely untouched from issues. I am happy to say that it appears the Australian launch has been considerably smoother than some competitors with only one minor recall relating to moisture ingress in the reversing lights causing the circuit board to corrode. In North America, the model was subject to a significant engine-related recall after debris contamination was found in some engines leading to main bearing damage, this was only on the non-hybrid engine so has not impacted any Australian vehicles.

So, did I enjoy driving it? Hell yes, there is no question that the Tundra is an enjoyable vehicle to drive on larger roads and I absolutely loved my time with it when I was not manoeuvring around car parks or smaller Adelaide side streets. It really does look the business with its big bold exterior, it delivers reasonable comfort and refinement while maintaining the practicality of a pick-up, towing capability is fantastic and it has undeniable road presence that you would expected of a modern American-style pickup, all while offering the backing of one of the automotive industry’s most trusted brands.

However, when judged against the competition and considering its premium pricing, the Tundra is difficult to recommend unequivocally. Based on my time with the Tundra, I can see it is a highly capable and well-executed pickup and there is no doubt it does everything well just not exceptionally, personally I do not believe it currently offers enough of a tangible advantage over its rivals or some of the more capable smaller mid-sized pick-ups or full-sized SUVs to fully justify its substantial price tag. However, there might just be enough substance and pull with the Toyota brand to have a look if you desperately want an American styled big rig in Australia.

Dimensions: Toyota Tundra Platinum

Length: 5955mm

Width: 2040mm

Height: 1985mm

Wheelbase: 3700mm

Tub length: 1666mm

Tub width: 1491mm (1237mm between arches)

Tub depth: 531mm

Warranty: 5 years, unlimited kilometres (vehicle incl. high-voltage electrical components)

Roadside assistance: $99 AUD per year

Service intervals: 6 months or 10,000km

Capped-price servicing: 5 years

Total capped-price service cost: $4500 AUD ($450 each)