2024 Tundra TRD Pro: How Does It Tow?

Toyota’s 2024 Tundra TRD Pro is based on the hybrid version of the 3rd generation Tundra, but with additional off-pavement goodies. In the past, off road suspension was typically softer and not as capable at towing. With modern high performance shocks and the use of weight distribution and sway control devices Toyota rates the Tundra TRD Pro at 11,175 lbs.

Trailer Specs

For this test the trailer weighed in at 4,770 pounds. At this weight, the Tundra is nowhere near its limit. However, the large flat front and billboard like sides make it a great candidate to test towing stability. At ~525 lbs, as measured on a Flash Scale Ball Mount, the tongue weight was within the 10%-15% industry standard for conventional trailer tongue weight.

The route is a short course of just 25 miles that presents freeway, highway, flat ground and steep grades. The change in elevation from roughly 4,500 feet to just over 6,200 feet gives tow vehicles an opportunity to really work. There’s a short freeway section, with the remainder mostly four-lane roads with 45-55 mph speed limits and grades approaching 10%.

Connecting the 2024 Tundra to the Trailer

Offset rear view cameras can be a pain to use when backing up to connect a trailer, and we’ve had issues with the Tundra and other vehicles in the past. However, Toyota has certainly updated their software for 2024. Lining the ball mount with the trailer coupler was no issue for us this time around. The camera being offset to one side was noticeable, but wasn’t detrimental to connecting.

Once the Tundra is aligned with the trailer, connecting the 7-pin or 4-pin trailer wiring is easy. Nothing something one would normally think of but this has caused problems in the past.

Braking Issues

There is something very important to note that we’ve run into before with the Tundra. Sometimes when first connecting a trailer, the trailer braking system on the truck wont engage. We don’t know if this is from Toyotas profiles being reset or changes with the new infotainment system. It only happens the first time we use a trailer with the truck. Instead of being able to adjust the gain and use the trailer brakes immediately after plugging in the 7-pin plug, you have to select a trailer in the driver information center first.

Once that is done, you can then adjust the gain and use the trailer brakes as needed. We only had this issue the first time we hooked up a trailer and even when trying days later without towing in between, the trailer brake system still worked. When we reached out to Toyota about this, we were told that shouldn’t happen, but it has happened twice now.

While we used an adjustable height ball mount for this test, Toyota recommends using a sway control device for trailers above 2,000 lbs and a weight distribution hitch for trailers over 5,000 lbs. We recommend using a weight distribution hitch with built in sway control whenever towing an RV style or tall broad sided trailer.

Towing Performance

With 437 horsepower and 583 ft. lbs of torque, the 2024 Tundra TRD Pro is a beast while towing. The hybrid system adds gobs of torque down low, and once the twin turbos spool up, the electric portion is no longer needed. Being paired to a 10 speed auto also provides a large range of gears keeping the turbos spooled when power is needed, but providing efficiency when not.

Freeway

Getting a trailer this light moving is not an issue, even for midsize trucks. On the other hand, getting up to freeway speeds on an uphill onramp is a different story. The Tundra had no issue getting to freeway speeds with little more than half throttle being required.

Once up to freeway speeds, it was surprising how well it could cruise at just over 2,000 rpm without having to downshift for small inclines. Here, the large broad sides of the trailer were picking up the light winds that day enough to be felt inside the Tundra. Nothing too unsettling, but ample enough for concern that driving in medium to high winds without a weight distribution and sway control hitch could be dangerous.

2024 Tundra TRD Pro Highway Towing

Transitioning to the 4-lane highway section posed no problems. Exiting the freeway and coming to a stop was quite simple. Engine braking was ok, but the factory trailer brake controller, along with the Tundra’s large brakes did an excellent job of bringing the load to a smooth and controlled stop. Getting to highway speeds from a stoplight went nearly unnoticed, as torque off the line is not an issue.

Steep Climb

Moving into the steep climb. The grade ranges from 6%-10% with a majority being in the 8% range. Again pulling this trailer with the 2024 Tundra TRD Pro felt effortless, even in the steepest sections. Most of the time was spent under 2,500 rpm, which is a comfortable place to be. Having plenty of torque on hand and staying at lower rpms reduces driver fatigue significantly.

Heading down the hill was also a non-issue. Engine braking force could have been better, but the service and trailer brakes controlled the trailer load without issue. When using cruise control the truck will engage the brakes as necessary to keep the truck and trailer combination at the desired speed. We don’t often use cruise control when towing, but this can be very helpful to many drivers.

 

2024 Tundra TRD Pro Fuel Mileage

According to the truck’s onboard trip computer, fuel mileage for this route was 12.6 mpg. This is actually one of the best numbers we’ve seen over this route. The hybrid system was never advertised as increasing fuel mileage significantly. While towing this trailer over this route, it outperformed most of the competition. Keep in mind this is a very short test that is often done with vehicles that aren’t fully broken in yet. The mileage is also taken from the truck’s trip computer.

 

Towing Takeaways

The previous generation’s 5.7-liter V8 and 6-speed auto were a great combination with great performance. However it was getting dated and much in need of a makeover. The new 3.4-liter twin turbo V6 paired with a 10-speed auto are leagues ahead. Power delivery is smooth and consistent. The transmission is predictable and holds gears well. Most of all the torque on hand from the hybrid system is excellent. While the truck isn’t perfect, it is one of our favorites in the half ton market.