Advantages: Cool TRD Pro trim levels; above-average fuel economy potential; competitive traction
Defect: Poor cargo space; Capstone ride creaking; relatively cumbersome processing; value iffy
The 2023 Toyota Sequoia represents the first complete redesign of Toyota’s full-size SUV since George W. Bush was president. Therefore, it is not surprising that it has improved significantly in the areas of engine efficiency (it has a twin-turbo V6 hybrid engine), interior quality and technology. The design is certainly more modern as well, while 2023 Sequoia The TRD Pro is an even more capable mountain goat.
The thing is, Sequoia has really lagged behind in important respects. It’s a bit smaller on the outside, which exacerbates the internal packing problems caused by the hybrid the battery and switched to the old-fashioned solid rear axle compared to the independent rear axle of its predecessor. The result is a cramped third row in the segment where full-sized adults can fit comfortably and shrunk, extremely compromised cargo area. That solid rear axle doesn’t do much for the Sequoia’s handling either, and when paired with Capstone’s massive 23-inch wheels, results in a rather shocking crunching ride for something so close in price. 80,000 dollars.
Price is another matter. Although the Sequoia is smaller, less functional, and generally less competitive Ford Expedition, Jeep Wagoneer and GM’s Tahoe and Yukon brothers and sisters, it usually costs more. It could be argued that a hybrid powertrain should cost more, but its efficiency advantage is negligible and we certainly didn’t get close to 20 mpg in our testing. In short, the new Sequoia isn’t worth the 15 year wait.
What’s new for 2023?
Sequoia is completely redesigned for the first time in over a decade. You can read more about those changes in Review the first time driving a Toyota Sequoia 2023.
Sequoia shares its cabin design with Tundra large trucks. It really isn’t affected by that fact aesthetically, but it probably explains why you’ll find a few stiffer plastics inside. Chevy Tahoe or Jeep Wagoneer. The upper trim levels accentuate everything, including TRD Pro’s unusual red camouflage printed seats (bottom right) or Capstone’s elegant mix of open wood trim, black seats and white faux leather interior trim (top, bottom left).
Standard on most trim levels is a huge 14-inch touchscreen (the base SR5 has an 8-inch unit). The operating system is the latest Toyota has to offer, featuring bright, minimalistic graphics and natural speech recognition. It is responsive and runs quickly. The shortcut icons on the side closest to the driver are easy to reach, but they unfortunately disappear when you’re using Apple CarPlay or Android Auto, meaning you have to click-click-click to exit the Apple / Android interface instead of using the simple Home button like Toyota used to do. There are other annoyances we’ve discovered, especially with radio activity, that can make the new system less user-friendly than you’ll find in Tahoe/ Yukon, Explore, Wagoneer and their deluxe variants.
As a full-size SUV, the Sequoia is clearly huge on the outside compared to a car intersection alike Tay Nguyen people or even an SUV like 4Runner. However, it’s smaller than its American full-size SUV competitors on the outside, and packing problems at the back make it even smaller inside. Quite simply, the Sequoia’s third row of seats and storage area are unmatched.
While teenagers and fully grown adults can comfortably sit in the third row of a Tahoe/Yukon, Expedition or Wagoneer, the Sequoia is best suited for those of smaller stature and even then just for for shorter trips. It’s similar to what you’d find in a three-row crossover, albeit with a higher tread height. Now, it slides forward and backward only, but that’s more for the sake of cargo space.
Although that feature, The cargo space is extremely intrusive. The biggest problem is that the third row seats don’t fold flat to the floor like competitors do, nor are they removable. The result is essentially a stage for your furniture that requires a significant amount of lift and lean to reach. With the use of the third row of seats, space is reduced to the best extent by many large three-row crossovers. And yes, you can slide that third row forward to free up more space, but you’re just shrinking the third row even further and you still can’t match American competitors as a result. . Toyota has at least come up with a smart multi-level cargo floor and partitioning system, but this largely seems like a solution to a fundamental flaw.
Every Sequoia is equipped with a hybrid powertrain called the i-Force Max. It includes a 3.5-liter twin-turbo V6 and a single electric motor positioned between the engine and the 10-speed automatic transmission. This is a fundamentally different design from Toyota’s traditional efficiency-oriented hybrid models. Indeed, while Sequoia earned above-average EPA energy saving Estimates, its performance benefits are the bigger deal: 437 horsepower and 583 pound-feet of torque. Exceptionally better torque than its gas powered GM, Ford and Jeep rival. 9,520 pounds of it sled competence also overshadows them.
Fuel economy is also best for them at 21 mpg in the city, 24 mpg on the highway and 22 mpg combined with standard rear-wheel drive, or 19/22/20 mpg with the optional all-wheel drive. four wheels. In the real world, though, we didn’t come close to that from that far, averaging around 16 mpg in a mix of highway and suburban driving.
Even though the Sequoia is a hybrid, you won’t notice it while driving, so don’t expect a 6,000-pound one. Prius here. The twin-turbo V6 is as muscular as any V8, if not a combustion engine. Press the throttle, and the electric motor and turbo will work together to deliver smooth, effortless torque that keeps going through the rev range. Push harder, and you’ll get a deep, raspy growl. It’s even louder in the TRD Pro, which has a cat-shaped exhaust. The traditional 10-speed automatic also means no drones like you can get from an e-CVT transmission in other Toyota hybrid models.
This is where the good things end. Handling can’t erase even the low bar established by full-size SUVs, as it’s quite barge-like with light, vague, and sluggish steering. Soft suspension and firm rear axle are never a recipe for chassis poise and driver confidence. Ride quality is OK on most trims, but we highly recommend avoiding the flagship Capstone and its noisy ride. It feels completely normal, the pavement is as smooth as the dirt roads of the washboard as it constantly shakes and shakes. The decision to add huge 22-inch wheels to combine the body-on-frame truck chassis and solid rear axle wasn’t a good decision. That it comes in a nearly $80,000 SUV, which is said to be able to compete with an entry level Escalade or Navigator is laughable.
What other Toyota Sequoia reviews can I read?
Read more about the many changes for 2023, its new engineering and design, as well as more in-depth driving impressions of the different versions.
Dig deeper into why Sequoia’s merchandise sector is compromised and therefore uncompetitive.
Prices for the 2023 Toyota Sequoia start at $59,895, including a $1,595 destination fee. Rear-wheel drive is standard on every Sequoia, and all-wheel drive is a $3,000 option.
Unlike the rather sparsely equipped SR5 4Runner and Tacoma, the base Sequoia SR5 is actually very well equipped with LED headlights and fog lights, a sunroof, tri-zone climate control, heated front seats, 60/40 split second row seats (seats) Captain’s is the only option on Platinum, TRD Pro, and Capstone), a leather-wrapped steering wheel, panoramic parking camera, 12.3-inch digital instrument panel, wireless Apple CarPlay and Android Auto, and system 8-inch touchscreen infotainment. Every other version has a 14-inch system running essentially the same interface.
The limit is probably where most shoppers will start looking for their Sequoia thanks to the added SofTex simulated leather seats, ventilated front seats, memory function, heated steering wheel and rear sunshade. . There are then two trim levels available: Platinum or the more luxurious Capstone, though we’d avoid the latter due to its 22-inch wheels and resulting appalling ride quality.
The TRD Pro is a solid choice, adding off-road suspension with Fox Internal Bypass torsion and remote rear reservoir shock absorbers, front stabilizer bar, all-terrain tires, improved ground clearance. and unique design flourishes. The TRD Off-Road package is available on other trim levels and adds Bilstein forks and springs for better off-road capability. The TRD Sport package goes in the opposite direction with the suspension tuned for better on-road handling.
SR5: 59,895 USD
TRD Pro: $77,595
Every 2023 Sequoia includes standard forward collision warning with pedestrian detection, lane-keeping assist, rear cross-traffic and blind-spot warning, and adaptive cruise control. with stop and go and lane-focused steering assist. Also standard are front and rear parking sensors, and Safety Connect emergency communications services.
Sequoia 2023 has not been crash test by a third party.