2024 Toyota Tundra

The volume SR5 grade gets the full 389-hp tune of the twin-turbo V6. Only the base SR uses the 348-hp tune, and the i-FORCE MAX hybrid tops the range at 437 hp.

The SR5's 479 lb-ft at 2,400 rpm is solid for a half-ton; the hybrid's 583 lb-ft is among the strongest non-diesel figures in the class.

Car and Driver ran a 389-hp non-hybrid Tundra (same tune as the SR5) to 60 in 6.1 s. Edmunds measured 6.6 s for a 4WD truck, so the volume trim runs mid-pack among half-tons.

The twin-turbo V6 pulls hard from low revs and is broadly smooth. Reviewers do flag a coarse, synthetic-sounding note under load and some off-idle lag, and the i-FORCE MAX hybrid's transitions draw more criticism than Ford's PowerBoost.

The 10-speed automatic shifts smoothly and holds sensible gears when towing. It can be slow to kick down at part throttle and occasionally busy in traffic.

A properly equipped 2024 Tundra tows up to 12,000 lbs. That is strong but short of the F-150 (13,500 lbs) and Silverado (13,300 lbs).

A maximum payload of about 1,940 lbs is the Tundra's clearest capability weakness. It trails the F-150 and Silverado by several hundred pounds.

The core suite is complete: integrated trailer brake controller, Tow/Haul modes, Trailer Backup Guidance with Straight Path Assist, a panoramic camera and trailer blind-spot coverage. It lacks onboard scales and smart-hitch tech.

Part-time 4WD with a two-speed transfer case is available across the grades and standard on TRD Pro and Capstone. TRD Off-Road adds a locking rear differential, Multi-Terrain Select and Crawl Control.

The TRD Pro is a genuine factory off-roader, with FOX internal-bypass shocks, skid plates, a locking rear differential and Crawl Control. For 2024, TRD Off-Road reaches up to Platinum and a TRD 3-in lift kit is available, but there is no Raptor-class desert runner.

There are two distinct powertrains: the i-FORCE twin-turbo V6 in two tunes and the i-FORCE MAX hybrid, which adds an electrified option. There is no V8, diesel or EV.

EPA combined rating for the volume gas 4x4 configuration. Two-wheel-drive gas trucks reach 20 MPG, and only the hybrid gets to 22.

This is the EPA city figure for the volume gas 4x4. City driving is the turbo V6's weakest cycle.

This is the EPA highway rating for the volume gas 4x4. One 4x4 configuration is rated 23, and the off-road TRD Pro drops to 20.

The volume CrewMax short bed carries the 22.5-gallon tank, which gives about 428 miles at 19 MPG. That is short for a full-size truck. Longer-bed configurations get the 32.2-gallon tank and over 600 miles.

This is EPA's annual fuel-cost estimate for the volume gas 4x4 on regular unleaded at standard assumptions. The hybrid saves only about $200 a year.

The i-FORCE and i-FORCE MAX run on 87-octane regular across the lineup. Only the dealer TRD Performance calibration calls for 91 octane, and there is no flex-fuel or diesel option.

The 2024 Tundra CrewMax 4WD earns a 5-star NHTSA overall rating, with 5 stars frontal and side and a 4-star rollover; the 2WD CrewMax carries the same 5-star frontal/side results but no overall rating because its rollover was not rated.

The 2024 Tundra Crew Cab is an IIHS 2024 Top Safety Pick with Good results in small overlap front (both sides), original moderate overlap and side impact, but it rates Poor in the updated moderate overlap test that measures rear-passenger protection, which keeps it below the TSP+/all-Good band.

Toyota Safety Sense 2.5 is standard on every 2024 grade including the base SR, bringing AEB with pedestrian detection, full-speed-range adaptive cruise, lane departure with steering assist and Lane Tracing Assist. Blind Spot Monitor with Rear Cross-Traffic Alert, however, is standard only on certain grades, so the base SR misses one of the five benchmark features.

IIHS rates the Tundra's pedestrian front crash prevention Acceptable: it avoided collisions in the crossing-pedestrian tests by day and at night at 12 and 25 mph, but only reduced impact speeds in the nighttime parallel-adult scenarios. Solid but short of the top rating.

Blind Spot Monitor with Rear Cross-Traffic Alert is standard on the volume mid grades and above, and adds Trailer Merge Warning that extends coverage along a connected trailer, but it is only available rather than standard on the base SR and remains alert-only, with no braking intervention.

Lane Tracing Assist gives true lane centering as standard on every grade, ahead of rivals whose base trucks get nudge-only lane keeping; reviewers find it usable but prone to some wander and late corrections in a vehicle this wide.

Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is standard on every grade and pairs with Lane Tracing Assist for a competent highway assist even on work trims; reviewers note conservative gap-keeping and occasionally abrupt braking.

No hands-free highway driving is offered on the 2024 Tundra at any trim; Lane Tracing Assist is hands-on only, while Silverado (Super Cruise), F-150 (BlueCruise) and Ram 1500 offer hands-free systems.

The volume grades (SR, SR5, Limited) use LED reflector headlights rated Acceptable by IIHS; only the LED projector units on Limited with Premium package, Platinum, 1794, TRD Pro and Capstone rate Good. Automatic high beams are standard.

Typical full-size pickup sightlines: a tall hood and high beltline create a large forward blind zone and the A-pillars are thick; the Panoramic View Monitor 360-degree camera helps but is reserved for higher grades.

The CrewMax rear seat is roomy with tall door openings, but IIHS rates LATCH only Acceptable: two rear positions have full lower-anchor hardware and the center seat has a tether only.

The volume SR5 CrewMax seats five with front buckets. The SR and SR5 offer a front bench that makes it a six-seater.

Without a moonroof the CrewMax has 41.0 in of front headroom, which is mid-pack for a full-size truck. The moonroof cuts it to 39.3 in.

Front legroom is the Tundra's clearest packaging weakness. At 41.2 in it trails the F-150 (43.9 in) and Silverado (44.5 in) by a wide margin, and tall drivers notice.

Second-row headroom in the CrewMax is below average for the class. It trails the F-150 SuperCrew's 40.4 in, and the moonroof takes away another two inches.

The CrewMax rear seat has very generous legroom and is a core strength, though it still trails the F-150 SuperCrew (43.6 in). The Double Cab is much tighter at 33.3 in.

The volume CrewMax comes with the 5.5-ft bed, one of the shortest boxes among full-size trucks. Buyers who need more length must choose the 6.5-ft CrewMax or the Double Cab's 8.1-ft bed.

The composite short bed is short and fairly shallow at 20.9 in deep. That leaves its volume behind the F-150's 52.8 cu ft in the comparable configuration.

Storage is competitive but not class-leading. There is a large center console, rear seat cushions that flip up over lockable under-seat storage, a composite bed with a deck-rail tie-down system, and a 2,400 W bed outlet on the hybrid. There is nothing like Ford's Pro Power Onboard generator or Ram's RamBox side bins.

The CrewMax rear seat is roomy and can recline, which few rivals offer, and the front seats are broad and supportive. The class-trailing front legroom and high seating position reduce long-haul comfort for tall drivers.

A multi-link coil-spring rear suspension is standard and gives it an edge over leaf-sprung rivals, and upper trims offer rear air suspension. The unladen ride is still firm and a little busy on broken pavement, so it sits behind the Ram 1500.

Wind and road noise are well suppressed at highway speed. The twin-turbo V6 sounds coarse and gruff when accelerating.

Heated and ventilated front seats and a heated steering wheel are standard from Limited up, and heated and ventilated rear seats come on the 1794 and Capstone. The volume SR5 gets only the basics, and there are no massaging seats.

The 2024 Tundra opens near the full-size class median; the cheapest configuration is a Double Cab rather than a regular cab, so the entry price buys more cab than an F-150 XL Regular Cab.

SR5 CrewMax 4x4 is the Tundra's volume configuration and typically leaves dealers with a package or two, landing it in the mid-$50,000s — mid-pack for a half-ton crew cab.

KBB projects below-class-average running costs for the gas Tundra; Edmunds' hybrid CrewMax estimates run much higher (~$10k), but the scored configuration is the gas i-FORCE twin-turbo V6.

Tundra resale remains near the top of the half-ton class, ahead of Ram 1500 and roughly level with or above the F-150, but rising 2024 inventory and the V35A engine recall on 2022–2023 trucks have tempered the early-generation premium.

Industry-floor basic coverage, matching Ford, GM and Ram.

Bottom of the band for the gas truck; matches the Detroit rivals.

ToyotaCare's two years of no-cost scheduled maintenance plus 2 years unlimited-mileage roadside assistance is a real included-service program that beats the roadside-only coverage most domestic half-tons ship with; shorter than the 3 yr / 36k plans offered by some brands.

$54,400 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $33,728) leaves about $20,672 in depreciation. Add the projected $5,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,572 in total.

Consumer Reports rated the 2024 Tundra below average on predicted reliability, drawing on the troubled 2022–2023 launch years of the third generation, and the 2024 build itself later proved to sit inside the V35A main-bearing failure window. Aggregate indices put it only in the 'acceptable, not class-leading' range, so it lands just below the average band.

Toyota is the industry benchmark at brand level, ranking near the top of Consumer Reports' automaker reliability rankings (behind only Lexus in 2024) and in the upper group of J.D. Power's Vehicle Dependability Study.

The 2024 model year is squarely inside this generation's repeated, systemic powertrain campaign: machining debris causing V35A-FTS main-bearing failure (engine stall risk) was recalled for 2022–2023, expanded to 2022–2024, and then hit again in May 2026 with a separate campaign for ~43,566 Alabama-built 2024 engines whose remedy was still pending. Combined with a high overall recall count, this is the bottom band's 'major or repeated powertrain recall' by definition, and worse for 2024 than for the unaffected 2025 builds.

The volume gas powertrain is the 3.4L V35A-FTS twin-turbo V6 with the 10-speed automatic, whose reputation is defined by main-bearing failures and engine-replacement recalls — and 2024 builds are among those affected. Toyota attributes it to manufacturing debris rather than design (some mechanics dispute this), so it sits at the top of the bottom band rather than deeper, but it is a known-problem powertrain for this model year.

The XK70 cabin is a large step up over the previous truck — modern dash architecture, 8-inch screen on base trims and 14-inch on most volume SR5-and-up trucks, solid switchgear — but hard plastics dominate below the beltline, leaving it behind the Ram 1500 on richness for the money. 2024 is a carry-over year within the 2022-launched generation.

Assembly at Toyota Motor Manufacturing Texas is consistent with tight panel gaps, but scattered rattle, wind-noise and trim complaints persist, and the 2024 engine debris issue is itself an assembly-cleanliness lapse at the Alabama engine plant; initial quality sits near industry average.

Toyota's roughly 1,200-store US network is among the densest, reaching rural areas truck buyers work in, with service satisfaction at or above average — tempered by long waits for engine replacements during the recall campaigns.

Routine maintenance is inexpensive and Toyota parts distribution is excellent, but the Tundra's aftermarket is thinner than the F-150's or Silverado's, twin-turbo components cost more than the old V8's, and recall-driven demand for replacement engines strained supply.

The volume SR5 comes standard with the 8-inch Toyota Audio Multimedia screen. The 14-inch screen, one of the largest in the class, is optional on the SR5 and standard from Limited up.

Toyota Audio Multimedia is quick, has a shallow menu structure, and keeps physical HVAC knobs and a volume dial. The base 8-inch unit looks small in the wide dash, and some functions require Connected Services subscriptions.

Wireless Apple CarPlay and Android Auto are standard on every 2024 Tundra trim, on both the 8-inch and 14-inch head units.

The cloud-based 'Hey Toyota' assistant understands natural phrasing. Native cloud navigation requires a Drive Connect subscription after the trial, so most owners use CarPlay or Android Auto maps instead.

The available 12-speaker JBL system with a subwoofer is strong for a truck and comes standard on upper trims. The base system on SR and SR5 is only adequate.

The volume trims have analog dials with a small multi-information display. The 12.3-inch configurable digital cluster is limited to upper-trim gas CrewMax trucks and hybrids.

Over-the-air updates cover the head-unit software and maps. Toyota does not offer whole-vehicle OTA updates that add features.

The Toyota app covers remote start, climate, lock and vehicle locate, and Digital Key is available. Remote Connect requires a paid subscription once the trial ends.

There are USB-C ports in both rows, Qi wireless charging on mid and upper trims, and an available 400 W bed outlet (2,400 W on the hybrid). Nothing matches Ford's Pro Power Onboard.

The SR5 has a remote-locking tailgate, Smart Key proximity entry with push-button start is fitted on most trims, and a phone-as-key Digital Key is available. Full keyless entry is not universal on the base SR, and Digital Key depends on a subscription.

A backup camera is standard. Parking sensors and the Panoramic View Monitor 360-degree camera are standard on upper trims and optional lower down. The trailer camera aids are useful but not as deep as GM's.

A 10-inch color head-up display is offered only on the upper trims and never reaches the volume SR5.

The CrewMax has 41.6 in of rear legroom, large rear doors and a flat floor, and the rear cushions flip up to make room for strollers. The high step-in height and modest rear headroom keep it short of the class benchmark.

Toyota Safety Sense 2.5 is standard on every trim, and a rear-seat reminder is new and standard for 2024. The CrewMax 4WD earned 5 stars overall from NHTSA and a 2024 IIHS Top Safety Pick. Blind-spot monitoring is only standard on some trims, and the truck scored Poor in the updated IIHS moderate-overlap test.

Rear passengers get generous legroom, air vents and USB-C ports, and the coil-sprung rear suspension rides better than leaf-sprung rivals. Luggage goes in an open bed that needs a cover, and the rear seats have no entertainment provisions.

Light steering and a smooth 10-speed make it civil for a full-size truck. Some turbo lag in stop-and-go traffic and a firm ride on non-air-suspension trims count against it.

At 19 MPG combined on regular fuel it is an expensive commuter, typical of a gas half-ton.

The CrewMax is 233.6 in long on a 145.7-in wheelbase and needs a 48.6-ft turning circle. The 360-degree camera that makes tight parking manageable is not standard on the SR5.

It tows up to 12,000 lbs and has a built-in trailer brake controller and tow/haul modes. Payload and maximum towing trail the domestic rivals, and Toyota offers no heavy-duty version.

It has a fully boxed frame, a rust-proof composite bed and Toyota's reliability reputation. The V35A twin-turbo engine-replacement recall covering 2022-2023 trucks hurts that reputation, and few Tundras serve in fleets.

The deck-rail cleats, bed lighting and composite bed cover the basics. Onboard power is limited to a 400 W outlet on gas trucks, and the upfit ecosystem is thinner than Ford's or GM's.

A comfortable CrewMax cabin and standard full-speed adaptive cruise make it a good highway truck, and the optional 32.2-gallon tank gives very long range. It offers no hands-free driving system.

4x4 is available on every trim. The TRD Off-Road package, which for 2024 extends to the Platinum, adds a locking rear differential, Multi-Terrain Select and Crawl Control, and the TRD Pro gets FOX dampers. A new TRD 3-inch lift kit broadens the off-road options.

Three bed lengths, adjustable deck-rail cleats and flip-up rear seats handle bulky gear well. It has no lockable in-bed storage or multifunction tailgate.

The boxed TNGA-F frame and coil-sprung multi-link rear suspension give better composure than leaf-sprung rivals. It is still a heavy, tall half-ton that leans early, so it feels secure rather than agile.

The electric steering tracks straight and is accurate enough. It is light and numb on center and slow-geared for tight maneuvering.

Stopping power is adequate for the class, but the pedal travels long and feels soft. The scored gas truck avoids the hybrid's brake-blending complaints.

The 389-hp twin-turbo V6 delivers strong midrange thrust (479 lb-ft at 2,400 rpm), and the 10-speed is mostly unobtrusive. There is some off-idle turbo lag and slow part-throttle kickdown.

The V6 sounds coarse and synthetic under load, a frequent complaint since the 5.7L V8 was dropped. Cruising is quiet and vibration is well controlled.

The volume short-wheelbase CrewMax needs 48.6 ft to turn curb to curb, slightly wider than the F-150 (47.8 ft) and Ram (46.2 ft). The long-wheelbase builds are wider still.

Large physical knobs, glove-friendly switchgear and commanding sightlines are strengths. Class-trailing front legroom (41.2 in) and a high hip point leave tall drivers sitting knees-up.

The twin-turbo V6 is quick (about 6.1 s to 60 mph), and the TRD Pro and the 2024 TRD Off-Road options give it trail appeal. Numb steering and the loss of the V8's character make it feel workmanlike.

Toyota Safety Sense 2.5 (pre-collision with pedestrian detection, adaptive cruise, lane-departure, auto high beams) is standard on every 2024 Tundra, as are an 8-inch touchscreen with wireless CarPlay/Android Auto and the twin-turbo V6. But the SR is austere and the volume SR5 needs packages to match an F-150 XLT or Silverado LT on perceived content — competitive, not generous.

Fair rather than a bargain: SR5 CrewMax 4x4 pricing (~$52k with destination) is in line with comparable F-150/Silverado crew cabs, and the 389-hp standard twin-turbo V6 and strong resale add real value, while tow/payload maxima trail the best rivals and 2024 prices rose at least $1,055.

Seven trims from SR to Capstone ($39,965–$78,845 before destination), two cabs (Double Cab, CrewMax), three bed lengths, 4x2/4x4 and gas or hybrid — broad for retail buyers, but no regular cab, no V8 or diesel and little fleet play, narrower than the GM twins and F-150.

Still the lowest-volume of the mainstream full-size trucks behind F-Series, Silverado, Ram and Sierra, but 2024 was a strong rising year — up 27% to nearly 160K units, with retail share at a record and gaining on a declining Ram.

Toyota's durability reputation, loyalty and resale strength are the Tundra's strongest card, and TRD Pro carries real off-road credibility; the May 2024 recall of 2022–2023 Tundras for V35A engine machining debris dented the model's own bulletproof image.

Toyota ran lean incentives on Tundra in 2024 relative to the Detroit three, relying on residual strength and strong demand (sales up 27%) rather than cash on the hood; occasional subvented APR offers, far short of Ram's heavy discounting that year.

MY2024 is the third year of the XK70 generation launched for 2022 — the newest architecture among mainstream full-size trucks, with twin-turbo V6 and hybrid powertrains, coil-spring rear and 14-inch infotainment. A carry-over year with no refresh due imminently.

Reviewers rate the 2024 Tundra as competent and well-equipped — praise for the i-FORCE MAX torque, towing tech and big screen — but criticize real-world fuel economy, payload and cabin packaging versus Ram; it rarely wins full-size comparison tests and took no major truck-of-the-year award for 2024.