Toyota Tundra vs Lexus Lm350H

What's the difference?

The Tundra Platinum is a good-looking and well-engineered RHD full-size US pickup which stands apart from local competitors with its unique hybrid drivetrain and unmatched power/torque outputs. However, it also comes with a conspicuously high purchase price, which given the quality of local Ram, Chevrolet and Ford competition could be a deal-breaker for some.

The Lexus LM is going to be a niche model. This was not designed to appeal to people that may have bought a Toyota Tarago back in the day, or even a Kia Carnival now.

It has a specific purpose for ferrying people around in absolute comfort and at that, it succeeds in a big way.

It’s just a bonus that it’s great to drive.

Welcome to the automotive equivalent of a business class airline suite.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

This is a substantial vehicle with bold, bluff-fronted styling characterised by an enormous grille that has an imposing presence wherever it roams.

Toyota's TNGA-F ladder-frame chassis platform is shared with the LandCruiser 300 Series and Prado models, but the big American has a much longer 3700mm wheelbase, spans almost six metres in length (5955mm) and is more than two metres wide (2040mm). However, it’s less than two metres tall (1985mm), so it can access underground and multi-storey carparks. 

It rides on double-wishbone coil-spring front suspension and a multi-link coil-spring live rear axle, with electric power-assisted rack and pinion steering and big four-wheel disc brakes.

Off-road credentials include 216mm of ground clearance, 23 degrees approach and 21 degrees departure angles – which are ample for accessing rugged worksites – while the turning circle is an expansive 15 metres.

The interior, with its panoramic sunroof, has a spacious and airy ambience, enhanced by contrasting blue stitching on its leather-appointed upholstery.

Although the cabin has a high standard of fit and finish, as you’d expect from Toyota and WAG, it doesn't look and feel quite as lavish as the sumptuous interiors found in its top-shelf US rivals. The centre console lid in particular feels too light and plasticky for a vehicle in this price range.

Look, people movers are not considered the sexiest of automotive body styles, but that’s changing.

The Kia Carnival and Hyundai Staria are examples of good MPV design.

And the Lexus LM steps it up again. 

It is based on Toyota’s TNGA-K architecture that underpins a bunch of Toyota and Lexus models, including the Lexus RX, and it measures a whopping 5.1 metres long and has a three-metre wheelbase.

It shares its underpinnings with the latest generation Japanese-market Toyota Alphard, which is a cult hit in Australia among the grey import set.

The front-end design is bold, with the latest take on Lexus’ big ‘spindle grille’, pinched slimline headlights and a stubby nose. 

I am a big fan of this design. It is far more than a box on wheels and it has quite a bit of presence. 

The interior design up front is modern Lexus, with a few familiar Toyota touches, and while it’s not exactly minimal, it’s still visually appealing.

With its 2834kg kerb weight and 3536kg GVM, the Platinum has a 702kg payload limit which is modest compared to smaller 4x4 utes with genuine one-tonne-plus capabilities.

However, it’s rated to tow up to 4500kg of braked trailer on a 70mm ball and with its substantial 7980kg GCM (or how much weight it can legally carry and tow at the same time) that would require only a small drop in payload from 702kg to 646kg to avoid exceeding the GCM. So, that’s a practical set of numbers if you ever need to tow the maximum 4.5 tonnes.

The load tub is 1660mm long, 1491mm wide and 531mm deep, with 1237mm between its rear wheel-housings allowing either a standard Aussie or Euro pallet. It’s accessed through a power tailgate, which can be operated from the driver’s seat if required.

The tub’s internal surfaces are protected by a composite drop-in liner, with handy slots moulded into each side for vertically inserting planks of wood to serve as lateral load-dividers if required.

The Platinum's tub also has unique hooded LED lighting in each sidewall, plus there’s fixed load-anchorage points front and rear at mid-height (would be better if just above floor height) and rails with adjustable sliding anchorages along the top of the front and side walls for securing taller loads.

Cabin storage includes two 600mL bottle-holders and storage bins in each front door plus a decent-sized single glovebox, a 12V dash socket and an overhead glasses-holder.

The centre console offers open storage up front including a wireless phone-charging pad, plus a pair of small-bottle/cupholders in the centre and a large lidded box at the back containing USB ports.

The large rear doors, with pull-up privacy screens on their windows, provide wide entry to the rear bench seat. There’s enough shoulder room for three adults and even tall passengers enjoy ample legroom, although those seats in the centre must contend with a transmission hump, which is absent in its flat-floored rivals.

There’s two 600mL bottle-holders and a bin in each rear door, plus large pockets on each front seat backrest and two more bottle/cupholders at the rear of the centre console, which also has controls for rear seat heating/cooling, plus USB ports and adjustable air-vents.

If travelling with two, the centre seat backrest folds down to provide a comfortable armrest and two more bottle/cupholders (that's 14 in total), so drink storage is well catered for in this cabin.

The rear seat’s 60/40-split base cushions can also swing up and be stored vertically for more internal luggage space, but there’s no storage compartments underneath as this space is occupied by the hybrid drivetrain’s battery, with large vents on either side providing it with ample ventilation.

Our only criticism of the rear seating is limited headroom for tall people, caused by a deep contour in the roof-lining to accommodate the Platinum’s sunroof.

This contour sits very close to foreheads and limits head space. So, if you have tall passengers, they might get cranky on long drives, particularly those seated in the slightly higher centre position with (like me) the top of their head pressed firmly into the roof lining.

While most of the fun happens in the second row of the Lexus LM, there is a lot to like in the front compartment.

The dash is dominated by a large touchscreen that houses Lexus’ latest multimedia setup. The logical menu and uncomplicated sub-menus ensure this is an easy system to navigate. Speaking of, the in-built sat-nav is one of the better systems I have experienced. 

Comfort isn’t just the domain of the second row - the driver’s seat is very supportive and comfortable, with power adjustment.

There’s plenty of glass including a smaller front quarter window that helps eliminate front blind spots, so forward visibility is exceptional. Rearward visibility is aided by the digital rear-view mirror that is designed to ensure privacy for second and third-row occupants. You don’t want the chauffeur spying on you while you’re sleeping, do you?

The other big tick for me is the driving position. Other people movers, namely the Hyundai Staria and Mercedes-Benz EQV, have very low window lines and it leaves you with a feeling of sitting on the car, rather than in it. I am sure it helps with extra light and it probably makes it easier for kids to see out of, but from a driving perspective, I find it a little disconcerting.

But the LM has flipped that. The front compartment is designed in such a way that it feels like a cockpit that you’re ensconced in. This helps the driver feel more connected with the car, and in the LM it feels like you’re sitting in the driver’s seat of a sporty sedan, not a five-metre bus. Very well done, Lexus.

And now to the main event - the second row.

Where to begin. Let’s start with space. Because there is so much of it. Unsurprisingly given the seating layout, there is an unending amount of head, leg, knee, bum, shoulder and whatever-else room. I can’t imagine anyone complaining about space back there.

Also, getting in and out is a breeze thanks to the sliding power doors on both sides. These can be opened from the front seat, and via several buttons in the rear.

Those captain’s seats are plush. Not quite Benz S-Class plush, but still.

They are adjustable six ways - power adjustable, of course - and they’re heated and ventilated. They recline almost flat, too, if you need a nap on the way to the country estate. And while you do that you can look up through the split sunroof, or close the shade a number of ways.

Is there a massage function? Of course there is a massage function. And it’s not bad. You can choose two settings - weak and firm.

Adding to the feeling of a business class airline seat, there is a fold-out table in the armrest, although it’s a smallish one. And there is dual-zone climate control in the rear.

There is a roof-mounted control panel for things like climate, sunshades and sunroof blinds, but much of this can also be controlled by the Apple iPhone-like devices clipped into both rear seats. These are closer to the seats, so it is easier to access than the roof.

Another function in the device is the Climate Concierge that features different modes - Dream, Relax, Focus, Energise. Depending on which one you choose, it alters the seat settings, massage, climate and lights to suit.

I love the massively wide side windows that are tinted (or privacy glass), too.

Other amenities include map pockets, knee and roof-mounted air vents and a 14.0-inch display screen that retracts from the roof and connects to an HDMI cable, allowing you to watch whatever you want.

The third row is not as appealing as the second. It is technically a three-person row, but the width and the fact that it has a sizeable gap in the centre suggests that this is best thought of as a six-seater van.

The seats are not as plush of course, so you might not want to spend too much time in that row unless you are a small child. But you do get USB-C ports, cupholders, air vents, lights, sunglasses holder, power side shades and grab handles.

Getting in and out of the third row can take a while. It’s all power adjustable, so you don’t have to lift anything heavy - but it takes a while for the second row seats to move forward and up.

With all seats in place the cargo space is limited. In fact, it’s just 110 litres.

That’s similar to what you get in a seven-seat SUV. But it did fit all our overnight luggage easily.

Drop the rear row and that expands to a maximum of 1191 litres in the 350h or 752 litres in the 500h.

All grades have a space-saver spare wheel.

From launch there will be two versions of the LM350h Sports Luxury on offer - front-wheel drive and all-wheel drive, priced from $160,888 and $165,888 before on-road costs respectively.

They both have seven seats across three rows and share the same four-cylinder hybrid powertrain, but an even more high-end version is on the horizon.

The LM500h will land in January 2024, priced from $220,888, and it adopts a newer more powerful hybrid powertrain. Something else that sets the LM500h apart is the seating layout - it is a four-seater. Behind the driver and front passenger compartment are two big captain’s chairs that recline flat if required. Decadent luxury. Or so the pictures suggest. We will have to wait until the New Year to sink into the sumptuous seats.

Given the positioning and interior layout, the LM will probably not appeal to people looking at a Kia Carnival, or who would have opted for the departed Toyota Tarago. It will, however, appeal to large families that aren’t short of a dollar, airport limo operators, and even as tourist transport.

Thankfully, there’s a substantial amount of standard gear fitted as standard in the LM.

The only difference in spec between the two 350h grades is the addition of all-wheel drive. Otherwise you’ll find keyless entry and start, front heated seats, automatic retractable side steps, power opening side doors, rear privacy glass, a pair of sunroofs, and semi-aniline or L-aniline upholstery.

Tech-wise, there is a digital rearview mirror, and a 14.0-inch touchscreen, a 12.3-inch digital instrument cluster, a head-up display, seven USB ports, a smartphone charger and a rear 14.0-inch multimedia display.

The 500h adds niceties like a separation partition with elevating and dimmable glass, that doubles as a 48.0-inch widescreen display to watch films and TV, or take conference calls with. It also gets two partition glove boxes, a pair of umbrella holders, two second-row phone chargers, a 23-speaker Mark Levinson 3D audio system and more.

In terms of rivals, there really aren’t many other luxury people movers on the market. Aside from the Mercedes-Benz V-Class and all-electric EQV, there are higher-grade versions of the Volkswagen Multivan, and the LDV Mifa 9 EV.

The Tundra’s powertrain consists of a 3.5-litre twin-turbocharged V6 petrol engine that produces 290kW of power at 5200rpm and 649Nm of torque between 2400-3600rpm.

This is paired with an electric motor mounted directly behind, which produces 36kW/250Nm and draws its electrons from a 6.5Ahr Ni-MH (nickel metal hydride) battery located beneath the rear seat.

Their combined output is 326kW and 790Nm, which is more power and torque than any of its local rivals and therefore appealing for those who need to haul and/or tow heavy loads.

Its refined 10-speed torque converter automatic offers the choice of sequential manual-shifting, a dedicated Tow/Haul setting and three drive modes comprising Normal (default), Sport and Eco.

The 4WD system is part-time, dual-range with 2H (2WD High Range), 4H (4WD High Range) and 4L (4WD Low Range). There’s also an automatic limited-slip rear differential, but unlike its competitors no full-time AWD mode is available.

There are two hybrid powertrains available. Coming next year, the LM500h combines a 2.4-litre turbocharged petrol engine and a hybrid setup, making for power and torque of 202kW and 460Nm respectively. It is all-wheel drive and is paired with a six-speed automatic transmission.

The LM350h comes with a 2.5-litre naturally aspirated petrol engine and a parallel hybrid system, offering up a total system output of 140kW and 239Nm. The 350h comes in front or all-wheel-drive guise and uses a continuously variable transmission (CVT).

With the Tundra’s GVM rating exceeding 3.5 tonnes, Toyota is not required under current ADRs to publish fuel consumption figures. Even so, we covered a total distance of 298km, which comprised a mix of suburban, city and highway driving of which about one third was hauling a near-maximum payload.

When we stopped to refuel, the dash display was claiming average combined consumption of 14.1L/100km, but our own figure calculated from fuel bowser and tripmeter readings was 15.8, which is in the same ballpark as mid-teen figures we’ve achieved in its six and eight-cylinder rivals.

Therefore, based on our own figure, the Tundra Platinum has a real-world driving range nudging 800km from its big 122-litre tank, which according to Toyota requires minimum 95 RON petrol.

As you’d hope with an all-hybrid line-up, the LM excels when it comes to combined cycle fuel efficiency. The 350h FWD sips just 5.5 litres per 100 kilometres, while the AWD version is 5.6L/100km. The 500h is a little thirstier at 6.6L. 

Our drive was so brief we did not get to record an on-test fuel figure.

The theoretical range of the LM, considering the 60-litre fuel tank and 5.5L/100km (350h) and 6.6L/100km (500h) fuel consumption figures is about 1000km.

The side steps are set close to the sills and, therefore, a bit narrow for size 12 boots, but big handles on the A and B pillars assist climbing aboard, where you’re rewarded with a spacious driving position with multiple adjustments.

The analogue-flavoured RHD dash module has numerous physical dials, buttons and switches, which thankfully leaves minimal reliance on distracting touchscreen prompts. Some items, like the left-hand-side indicator stalk and HVAC controls, are biased towards LHD, but you soon get used to these idiosyncrasies.

Its excellent steering feel, braking response, supple but responsive four-coil ride quality and effective noise insulation are what we’ve come to expect from WAG’s extensive remanufacturing process. In the Tundra’s case, it uses many original equipment components from existing Toyota 4WD vehicles and OEM suppliers.

The V6 engine produces a meaty V8-style soundtrack, with a melodic throb at idle and a guttural roar at full throttle. From standing starts, the abundant torque gets more than 2.8 tonnes of pickup to triple-digit speeds in about six seconds, which is comparable to Ford's sporty Ranger Raptor.

The hybrid drivetrain displays excellent refinement, as it continuously and seamlessly switches between petrol and electric power to optimise performance and economy. The Tundra is also an effortless highway cruiser, with negligible tyre and wind noise at 110km/h allowing conversations at loungeroom levels.

To test its load-hauling ability we strapped just over 500kg into the load tub, which with our two-man crew equalled a total payload of 675kg that was nudging its GVM limit. The coil-spring rear suspension only compressed 50mm, leaving ample bump-stop clearance and no risk of bottoming-out on our test route.

It made light work of hauling this payload in city and suburban driving and didn’t seem to notice it had anything in the load tub on our 13 per cent gradient, 2.0km set-climb at 60km/h.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust as expected given the assistance of regenerative braking, but the large four-wheel disc brakes were more than capable of keeping speeds under 60km/h when called upon during the descent.

As mentioned earlier, I spent much more time in the second row as a passenger than I did behind the wheel of the LM350h. But it was enough time to capture some initial high-level drive impressions.

But let’s start in the rear. The ride in the second row is comfortable - as you’d hope. Our trek from Melbourne’s inner north down to the Mornington Peninsula included a lot of freeway, which was smooth. The only thing that disturbed the peace was a chunky bridge join that caused a bit of a thump. But we were hardly disturbed. 

Back in the driver’s seat, there’s a lot to like about how the LM350h drives. First of all, it feels smaller on the road than its ample dimensions would otherwise suggest. It even feels relatively light on the road. 

After the LM, I drove a Mercedes-Benz EQE SUV that has a similar kerb weight (the Lexus is about 2.4 tonnes), and the LM felt lighter.  

The hybrid powertrain is responsive enough, offering decent acceleration from a standing start. The more potent 500h will of course be quicker.

The transition from electric to petrol propulsion is pretty smooth in Lexus (and Toyota) models these days, and the additional noise-deadening materials in the LM ensure it’s subtle.

The 2.5-litre petrol engine is really only noticeable when accelerating hard, and the CVT a slight drone, but it’s in no way unpleasant. 

Otherwise it’s a superbly refined and quiet cabin on all but the absolute worst road surfaces. Whisper quiet power windows adds to that feeling of luxurious refinement.

Given the brief time behind the wheel, we didn’t get to test the handling capability of the LM, so that might have to wait for a review in the New Year. 

The steering is heavily weighted and doesn’t feel overly responsive, but it’s perfectly suited to this sort of vehicle.

That supple ride we experienced in the rear was also evident behind the wheel.

This was especially impressive on a couple of pock-marked peninsular back roads. The ride is also much more compliant than the Mercedes-Benz EQV I tested early in 2023.

The LM is yet to be crash tested by ANCAP, and it is unclear if it will be given the fact that it’s a niche model. However, as with other current Lexus models, it has a long list of standard safety gear.

The safety suite, including intersection assist, and a pre-collision system with vehicle, pedestrian, bicyclist and daytime motorcyclist detection.

It also comes with emergency steering assist, full-speed radar cruise control, ‘Curve Speed Reduction’, ‘Lane Trace Assist’ with lane-departure alert, automatic high beam, ‘Road-Sign Assist’ (speed signs only), ‘Emergency Driver Stop System’, a blind-spot monitor and rear cross-traffic alert.

The Tundra comes with Toyota’s five-year/unlimited-kilometre warranty, which is class-leading.

Scheduled servicing is six months/10,000km whichever occurs first, with capped-pricing of $450 per service for the first five years/100,000km. So, that’s $900 annually, if serviced twice a year as scheduled.

Toyota currently has 275 dealers across its vast network located in metro, rural and regional areas. Toyota dealerships are also service centres.

When you buy a Lexus, you get a bit more than a car. The brand has a customer loyalty program - Lexus Encore - and depending on what model you buy, you are eligible for some pretty cool discounts, bonuses and experiences. 

There are three tiers, depending on your model. UX, NX, RX and ES fall under regular Encore, and electric models the RZ and UX300e sit beneath Electrified Benefits. But the LM, as well as the LS, LC and LX are under Encore Platinum - the top tier. 

That means access to the ‘On Demand’ program that allows access to another Lexus model for a few days or longer. So if you own an LC Convertible but need an RX for a few days to ferry people around, that’s all free. There’s valet parking service loans and more.

It also includes upgrades at Lexus partners. Our launch took us to Jackalope Hotel on the Mornington Peninsula, which is a Lexus partner, and you can get a bunch of extras here as a Lexus owner that other guests won’t get.

In terms of other ownership details, the LM is covered by a five-year, unlimited-kilometre warranty, and the servicing schedule is every 12 months or 15,000km.

Lexus is yet to announce the capped-price servicing details for LM, but it is expected to cover five years, and should be in the vicinity of approximately $700 per service.