Driven. 2026 Toyota Tundra Platinum
For as long as I could remember I’ve enjoyed being different. I reckon it started unintentionally. I was always a little odd as a child, and I’ve not yet grown out of said trait; which is likely part of the reason why I wound up behind wheel of the 2026 Toyota Tundra Platinum.
Let me explain…
As I noted in the review of the excellent Ford F-150 Platinum, my mission is to disprove the notion that full-sized utilities are a safety issue in urban areas. Cars themselves don’t cause accidents, people do – a simple assertion that puts the argument to bed in my eyes.
Which allows focus to shift to the fact that quite simply, these large utilities are a superbly comfortable way to get around regardless of the destination.
Toyota’s Tundra first came to market in 1999. It may come as a surprise to some, but the Japanese manufacturer has built the Tundra in the United States since then. It seems odd at first; but it makes a sense to market a locally built product to a parochial buyer group.
In the near 30 years it’s been available stateside, it has grown to occupy roughly 10% of its market. Whether that’s a good result or not is unclear, and it doesn’t really matter anyway.
It’s a far newer entrant in Australia though, with official distribution through Toyota Australia commencing from 2024. The nameplate now commands about the same share it enjoys at home, but in a far smaller market.
In Feverish Red it really does stand out, although anything this size is never at risk of being missed. It’s a bright and vibrant metallic that works perfectly against charcoal and black highlights including the 20-inch wheels.
Overall it doesn’t feel as cohesive in design when I compare it to the F-150. It shares the same chunky and rounded design elements, so it’s far from hard on the eye, but it felt a little disproportioned comparatively.
My first impression was of a lower profile comparative to the F-truck. In fact, it’s only 10mm lower in overall height which had me a little perplexed. In surveying the remaining dimensions, I found that it was the clearance that led to this perceptive error.
The chassis of the Tundra sits 22mm lower than the F-150, which is far from a simple visual differentiation. In practise it makes embarking the Tundra a fair bit easier, even with the electrically retractable side steps found on the Ford.
My thoughts went directly to rampover angle, but no joy was to be had as the numbers aren’t published for the Toyota.
The Tundra Platinum is longer than the Ford, to the tune of almost 5cm in fact. This was likely another contributor to the aforementioned “long and low” aesthetic. Interestingly though, its 5 centimetres narrower than the F-truck in overall width – a stat that wasn’t as immediately evident visually.
Like the F-truck the Tundra arrives on our shores in a left hook format, relying on a significant remanufacturing process by the clearly multi-talented team at Walkinshaw Automotive Group.
The difference with the Tundra is the breadth of thought given to this downstream conversion work on the assembly line. A range of 300-series Landcruiser componentry is used or “designed-in” to make this process more streamlined and “factory” in outcome.
This means the significant work undertaken is imperceivable.
Sliding in for the first time reveals a plush and commodious interior where soft touch materials abound. It’s largely charcoal grey, much like the F-truck, but it just feels a little more basic than the Ford offering.
That’s not to say it’s bad because it’s simply not; it’s just very, Toyota. A large electrically adjustable steering wheel sits ahead of the driver. It sits low even in it highest setting but falls to hand with ease. The seats are similarly large and offer a range of electric adjustability, making for a very comfortable place to sit once all set up.
Despite the lower cabin floor, you feel as though you’re sitting higher in the Tundra Platinum. Visibility is good, but the rear-view mirrors feel a little smaller than the Ford. Thankfully the full suite of cameras is available through the 14-inch touch screen at the centre of the dash.
Operating systems are familiar and easy, with wireless and wired Android Auto and CarPlay available. A large wireless charge can be found further down the console which is supplemented by USBC ports to keep devices topped up up front.
Ventilation, heating and massage functions feature for the front row, although accessing the latter is a few too many taps through the touch screen. Unlike the F-truck, the function will switch off after a predetermined period.
The benefit of a slightly longer wheelbase than the F-150 presents in the rear row. In a word, it’s huge. It dutifully handled three large adult males, the outer two benefitted from heating and ventilation and everyone took in the sunshine through the full-roof sunroof.
Devices are topped up using USBC ports and a separate air-conditioning zone is available back there too. That is when you tired of the fresh air available via a rear windscreen that can completely disappear at the touch of a button; a nice touch indeed.
I was intrigued to find the exacting folding tub cover I discovered on the F-150. It’s accessible once the rear tailgate is dropped, which also reveals the plastic-lined tub space.
The drivetrain is a mirror of the petrol hybrid Landcruiser 300 Performance Hybrid I recently sampled at its Australian launch, a hybridised 3.5L twin-turbocharged petrol, mated to a 10-speed convertor automatic.
Drive is to the rear wheels by default, making it a more traditional setup to the AWD arrangement in the Ford. Part-time high-range 4wd, as well as low-range is available, along with a locking rear diff.
Theres something disconcerting about rolling away in a 2.85-tonne utility completely devoid of any sound. But that’s exactly what happens in the Tundra at very light throttle applications at low speed.
Owing to the 1.9Kw battery pack that provides drive to a single integrated electric motor in the gearbox. Much like the Landcruiser it’s not really geared towards improved economy outcomes, proven by an average fuel consumption of 12.5L/100km versus 11.9l/100km in the F150.
What it does do is provide ample performance, which in my simple car-guy brain is the ideal purpose for a hybridised drivetrain. Combined outputs of 325 kw and 790Nm better the F-truck by significant margins but must contend with over 200kgs of extra weight.
0-100km/h figures are not officially published, but thanks to a mate at Driving Enthusiast who has undertaken his own testing, we know that the result is 6.57 seconds for the Tundra and 6.18 seconds for the F-150.
Solid numbers that come complete with a V8-like soundtrack to add to the experience. But sprinting to the tonne is hardly what the Tundra is about. On a trip up the coast it lazily faded into the background at highway speed, even running completely on electric power at times.
This left all occupants to enjoy the space and amenity of the cabin. The ride is far plusher in the Tundra than what I recalled in the F-truck. Damping is softer, which means bumps are more readily absorbed by the suspension before they reach the cabin.
The trade-off comes in the form of response to driver inputs, a trait that was punctuated after jumping off the freeway and onto the Old Pacific Highway on the return leg.
Up a range of twisty switchbacks the Tundra pitched and wallowed through bends, ultimately lacking the control that was available via the Ford’s adaptive dampers.
Ultimately neither vehicle is designed for that type of driving though, and the reality is I was pushing the Tundra outside of its bounds.
Early in my time I had trouble with a roundabout which necessitated a reset to continue. A 15-meter turning circle was the culprit, 40cm longer than the F-150. Future manoeuvres were tailored for this as best as possible.
Aside from that though, the big Tundra was polished and easy to drive be it around town or on the freeway. It provides a large and comfortable cabin, an exciting drivetrain that possesses a prudent blend of refinement and power and comes with all the requisite safety functionality from airbags to camera systems.
Use of the “Platinum” name isn’t the only similarity to the F-truck ultimately, and specs and measurements are only one part of it. Comparing the two is incredibly difficult to the point where it becomes almost arbitrary and preference based.
Then there is the ultimate leveller, the sticker price. Because getting behind the wheel of the Tundra comes with a $182,535 price tag drive away. That represents an almost $20k premium over the Ford counterpart.
What the Tundra Platinum does do very well, is provide ample comfort and capability for those who need a big vehicle that can do big things.
Like: Engine sounds like a V8, polished and cushy ride, fully retracting rear window
Dislike: Turning circle, that cushy ride means very low dynamism, looks a little disproportioned
Car Guy Rating - 8.5
Car people are funny. Badge loyalty is such a big thing, so much so that many will pay more to satisfy that inner urge. That’s not a criticism; I get it because I’m the same. Ultimately the 2026 Toyota Tundra Platinum provides an option for those who prefer the Toyota badge on a full-size truck. It is so close to the F-150 across so many attributes that the trade-offs will come down to personal preference. Would I buy it? Yes I would, would I buy it over an F-150? Well, that’s for another piece.
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