Toyota’s Sequoia is a bit of an odd vehicle, not in terms of what it does but more in terms of how it manages to hang on in the marketplace. Some find it curious that Toyota would leave a vehicle on the market in a very large segment without a major change since 2008 (there have been minor changes along the way), however the Sequoia seems to have a loyal following and keeps it going with several trim levels available.
The big news for 2020 was a “TRD Pro” version which Toyota sent us an example of to check out last week. Being fans of Toyota in general and always interested in how one manufacturer manages to sell both one of the most fuel efficient vehicles on the market as well as one of the least without alienating the opposing camp of buyers, we of course wanted to take a closer look.
Introduced back in 2000, the first generation Sequoia took aim at the large SUVs produced here in the United States. The Sequoia sort of took the space that the Land Cruiser had grown into at a much lower price point, thus allowing the Land Cruiser to go even more upmarket. It was generally competitive and first generation models are still frequent sights on the roads around here even though the most they ever sold in one year was just over 70,000 examples back in 2002.
After the second generation was introduced for 2008, again based in large part on the Tundra but with some differences to the frame and suspension, its best year was its first one, albeit curiously only selling just over 30,000 in that year. The second year just about halved that volume and since then it has never gotten close to even the 20,000 mark again, with last year’s sales almost dipping below 10,000.
Most manufacturers would call this a dud, but even the recent volume figures are more than twice what the Land Cruiser sells here (or about on par with the LC and Lexus LX combined I suppose), and presumably prices are still high enough to make it a resoundingly profitable vehicle to continue to build in Princeton, Indiana.
Sequoias are considered (after the Land Cruiser) to be one of the most durable vehicles sold today, and no wonder when the components and assembly processes have been perfected over the last 13 years. We all think of Toyota as a very volume-oriented maker, but there are several models that are anything but that, this one included. Until I did the research, I had figured the sales volumes were significantly higher.
It’s still a handsome brute on the outside though, and the TRD Pro package adds an even more butch look without verging into the semi-ridiculous as some others seem to. The basic lines are what you’d expect from a big SUV and result in massive interior space, but somehow it still manages to look modern while some of its competitors are now on their third generation since this one first saw the light of day and making changes just to have something new to show.
Interestingly, when introduced back in 2008 its length at 205″ placed it right in between its SWB competition from Ford and GM, as of the new model year though it’s the shortest by five inches. And just around a foot and half shorter than the LWB ones.
Opening the door of this one finished in Magnetic Gray Metallic lets some light fall on the completely black interior. Hopping up into the driver’s seat unveils a welcome change from thin and overly processed leather and substitutes such as Toyota’s Softex imitation in favor of leather that actually feels extremely thick, durable, and right for the job.
Finished with red stitching it’s a highlight of the cabin and the passenger’s perch is way off to your right across a thickly padded and very wide center console cover. If you’re a hand-holder get ready to stretch that arm wide. And just forget about that frowned-upon “stopping short” move of yours, it won’t work here.
Unfortunately the seats and center console cover (and the steering wheel too) represent the end of the softness up front. The dashboard is a very utilitarian affair finished in starkly hard black plastics with some silver-painted highlights and several different textures in adjoining trim pieces that could match better (and usually do in Toyota products). Of course one man’s hard plastics are another man’s durable product of choice.
For a rig that may well be used way off the beaten path or, perhaps even worse, beaten upon for years by ill-mannered children on the path to school, they will likely hold up well and be extremely simple to wipe down and keep clean. This one had almost 10,000 miles on it making it by some margin the most-travelled tester I’ve had to date, and judging by the paint scratches had seen some off-road duty, however nothing was out of place, loose, or rattled.
Still, it’s hard to find much charm here on the inside if we are being perfectly honest, the overwhelming blackness (besides the headliner) does it no favors, I suspect a regular trim Sequoia may have some warmer options.
What there is instead (and no, it doesn’t really have to be an either/or), are simple, easy to read gauges, big knobs and dials, buttons for many functions, and a regular console mounted shifter that doesn’t do anything special but move through a gated plate to select the desired gear and that can also be slotted to the side for some manual shift action or just to hold a particular gear, i.e. no rotary knob or folding handle or whatever. There are various reminders that there are still unselected options that could have been chosen with a number of button blanks scattered about, most obviously below the HVAC knobs for what presumably is a ventilated seat option.
In the middle of dashboard is a touchscreen but not an overly large one (it measures 7″ and seems even smaller due to the viewing distance involved). As in other recent Toyota’s there are buttons along both sides of it to select various menu items but it’s well-integrated into the dashboard and unlikely to offend even the most technophobic amongst us. Apple CarPlay and AndroidAuto are onboard as well.
The center console contains three cupholders which is a bit uncommon and there’s an interesting hidey-hole between them and the shifter that is accessed by popping a long and slim cover open using a latch. I have no idea what could fit in it besides maybe a paperback book inserted so that the spine could be read (“On The Road”, perhaps? Or “Into the Wild?”)
The second row in this case features captain’s chairs and was deemed to be quite comfortable by all that rode back there. Legroom is abundant as is head and shoulder room. Separate HVAC controls for the third zone, i.e. rear cabin, are on the back of the console and armrests fold down to make things all day comfortable.
The third row was similarly spacious (well, not quite as, but very good even for adults), partly due to Toyota’s decision to use an independent rear suspension underneath and can seat three abreast. The third row seats are power folding, split 60/40 and disappear completely into the floor when folded down. To get in them when they are up the obvious path is between the second row seats but as seen here either of the captain’s chairs easily fold up and out of the way as well.
Cargo room is decent even with the third row up and cavernous with it down. Lower the second row for even more room. The rear hatch is power operated but can be overridden for manual operation and contains the ever-beloved roll-down rear window activated by either a switch on the tailgate itself or another on the dashboard.
As old as the Sequoia is, progress waits for no one, and Toyota has done things to keep it up to date, with no need to ever pull a key or fob from one’s pocket for example, just grab a door handle and the door unlocks and then the engine starts at the push of a button.
The mighty 5.7l V-8 engine roars to life and settles down into what should be a quiet idle, however in this case the exhaust pulses noticeably through an optional TRD Performance Exhaust System. There’s no doubt a healthy V-8 sits ahead of the firewall and Toyota then comes back and acoustically manages some of the sound they just added by using sound-countering technology inside the cabin.
Producing 381hp @ 5,600rpm and 401lb-ft of torque @ 3,600rpm with 90% of that available at 2,200rpm, this DOHC engine is basically shared with the Land Cruiser and Tundra, although when installed in the Lexus LX570 it gains a total of two horsepower and two lb-ft of torque at the cost of ponying up for super unleaded, whereas here only regular is called for which seems a better bargain. I couldn’t find any specifications that explained an effect that the exhaust this one sported had on actual performance.
The Sequoia uses a 6-speed automatic transmission (as in the Tundra) and compared to the 8-speed in the Lexus from last week, shift quality was excellent here as well. Throttle tip-in was much more pronounced in the Sequoia, feeling generally eager to get up and go, although at higher elevations and on significant grades, downshifting a gear or two was usually called for and the power, while fairly abundant, could start to feel a bit strained with a very heavy load.
Of course that’s a distinct minority of use cases or circumstances where all those factors come into play at once and if the case, the Sequoia would likely just dig down and get the job done. As it is the powertrain seems well engineered and easily up to the tasks that will likely be thrown at it the other 364 days of the year.
The 4WD system consists of a lockable Torsen center differential along with a low range, seemingly making it well capable for all conditions. The low range is accessed via a rotating knob and the diff can be locked via a button. In this case the TRD Pro package adds Fox brand shocks all around that allow for an increase in wheel travel and have an internal bypass system to enable them to provide a comfortable on-road ride but then get progressively firmer through their stroke to prevent bottoming over rough off-road surfaces.
Wheels are forged BBS items with semi-aggressively treaded Michelin LTX A/T tires in 275/65-18 sizing which combined for a quite smooth ride and quiet overall; I do generally love the more off-road oriented trucks and SUVs for the overall cushiness that this type of equipment adds to pockmarked city streets, to say nothing of actual terrain. Of course handling suffers correspondingly but who is really looking to tackle Mulholland Drive in something this big anyway?
Maybe to make a 90 degree turn and muscle up the hillside covered in brush, but not otherwise. However when making that presumed 90 degree turn the driver will note the extremely tight turning circle paired with very light steering, I was able to make one-fingered U-turns on streets I never would have thought I’d be able to even if prepared to off-road it over a curb or two (no need though for such uncouth thuggery, tread lightly, folks).
Cruising down the freeway is a relaxed affair with the exhaust on this one being a bit droney, which might get old fast on a long trip or even frequent shorter trips. Passengers will be perfectly aware of any throttle adjustment that is made at any time. However it’s well suited to its mission in this particular trim level I suppose, likely a non-TRD Sequoia with a standard exhaust would be as quiet as anything else this large and isolated from the road.
The view out the windows was magnificent with good visibility in all directions and over both shoulders, however should something untoward occur, this Toyota is also equipped with Toyota Safety Sense – P, consisting of a Pre-Collision System with Pedestrian Detection, Blind Spot Monitoring, Dynamic Radar Cruise Control, Lane Departure Alert and Automatic High Beams.
The audio equipment provided as standard is a JBL system with 14 speakers, a subwoofer, and an amplifier, same as in the top of the line Platinum trim level. As expected it did the job just fine, and helped to drown out the exhaust note when desired. Overall the Sequoia provides a very comfortable way to get somewhere, if at times when looking around the inside it seems more industrial or delivery grade than expected these days. Keep your hands to yourself (or on the wheel) and your eyes on the road and all is well.
My week was somewhat shorter-traveled than most ending up just shy of 300 miles. Of that, perhaps 100 were on the freeway with the balance around town and local highways with some light off-roading (more of the unpaved road variety, not really off-road as such) and the Sequoia returned an overall average of 15.7mpg, not too heavily loaded with a total of three people for about half of the time at most.
Seeing as how it’s rated at 13city, 17highway, with a 14average that seems legit (if a trifle concerning for a modern vehicle, but consider it’s a bit of an outlier in capability). The rumor is that the next Sequoia will feature a turbocharged V6 which, at least on paper, should significantly improve on those numbers. Like it or not, the days of big V8s seem to be more and more numbered as a greater percentage of the population becomes less concerned about the price of gasoline but more cognizant of the effects of using more of it.
As is the custom with whatever Toyota badges with the TRD Pro moniker, brightwork is replaced by black, all vehicles should come with a tubular roof rack that looks this good, the wheels look great, there is additional skid plate protection underneath and of course the old-style TOYOTA badge on the front is the icing on the cake, a touch of marketing genius from someone at HQ.
Paint colors are limited to this Gray, as well as White, Black, and the sublime Army Green that I was secretly hoping this one would be cloaked in. There’s also a TRD Sport trim level that has some similar items but isn’t as off-road oriented with larger wheels and different shocks. And of course Sequoia comes in normal everyday trim levels as well, with the show starting at right around $50,000.
The 2020 Sequoia TRD Pro, however, starts a bit higher at $64,030 which does deliver it very well equipped. The only options on this rig were the aforementioned exhaust (which I personally would skip, not being a fan of any droning) for $1,050, a cargo cover for $245, and Carpeted Floor Mats with sill protectors for $379.
I’m not sure where exactly those carpeted mats ended up as this one came to me with the standard TRD Pro badged heavy rubber floor mats. The “Delivery, Processing, and Handling Fee” was $1,325 for a grand total of $67,029.
It’s not a small number but it’s a capable rig that might be perfect for a family of four or five, all of their camping gear and the ability to tow up to 7,100 pounds of off-road trailer or perhaps a boat to some very out of the way places in this country. And, perhaps most importantly, to do so with virtually zero concern about not making it back to civilization.
The TRD Pro version will likely be a pretty rare sight on and off the road but I predict will end up holding a lot of its value going forward. For those that can use the capability and are looking for something that actually is tough and durable inside and out rather than just faking it (meaning both man and machine, let’s be honest here), this could be just the ticket.
Another big Thank You to Toyota for letting us add a few more trail pinstripes to their rig and including a tank of gas as well.
The styling is very reminiscent of the 90’s Dodge Durango. The interior and touchscreen seems a little spartan for a 50k+ SUV.
Hmm. This one’s a hard sell for me despite my affinity for Toyota trucks. The Sequoia was released right when Toyota was chopping hard at the tactile quality of their interior and exterior finishes, and the modest sales numbers seem to have eliminated the substantial mid-cycle refreshes and long-delayed redesign that would have kept it more competitive in an age where SUV and truck interiors are becoming far nicer and their powertrains more efficient. The late-08 recession likely didn’t help, either, although it is curious that the Tundra *almost* recovered its sales after that dip but the Sequoia did not.
There is something to be said for the relative simplicity and durability of this machine, and the way in which interior volume and utility suffer no sacrifices for style, but I think those virtues are better exemplified by the base SR5 for $54K MSRP, or add the Premium Package for leather, heated seats, better stereo for 59K. A fraction of the 8 to 13 grand saved would buy a modest aftermarket lift with improved shocks. The ground clearance and approach angles would exceed the TRD Pro, and I believe the SR5 has the same center differential. The added benefit of the SR5 is the likely ability to negotiate the price down from MSRP.
My value play would be the base SR5 with velour (yes, someone still has velour in 2020!) seats, a $500 aftermarket seat heater install, and about $2K in suspension upgrades. Buy it in white so I can ram its wide unwieldy body through all the branches overhanging the dirt roads and not leave visible clearcoat scratches.
Well, you have succeeded in doing the impossible – you have made $67k sound like a reasonable number to me. I think your method was that classic salesman’s trick of showing us the $100k Lexus first. “Then there’s this Sequoia – it’s a substantial savings.”
I keep forgetting about these. Heresy, I know, because they are built in my State. The low sales numbers keep them from high visibility around here, but I do see them from time to time – each time wondering if they are still made. Now I know.
I have to agree with you and Evan below regarding the price of the Sequoia.
Five to ten years from now, we will all be looking back on this Sequoia SUV and think what a massive deal it is at “only” $70,740 for a loaded Sequoia Platinum.
Believe it or not I was just build and pricing the Sequoia last night because I got a pop-up for the Genesis GV80.
Of course I clicked the Genesis pop-up and priced the GV80. It starts at $48,900 for a turbo FOUR cylinder RWD model. The turbo six cylinder is only available in AWD and starts at $59,150. Fully loaded price with the six cylinder is $72,375.
In light of that, yes, the Sequoia and GMC Yukon Denali’s are truly bargains in the marketplace.
Even GMC’s Marketing Manager admitted in 2015 that he doesn’t know where the “ceiling” is for pricing on full-size pick-up and SUV’s. I saw another article earlier this year that said pretty much the same thing but I can’t find it now.
“Have we found the ceiling yet? I don’t think so,” said Stuart Pierce, marketing manager for the GMC Sierra.
https://www.freep.com/story/money/cars/2015/07/25/gm-ford-chrysler-chase-ever-increasing-luxury-pickup-sales-profits/30588549/
Jim: As always, a well-written, useful review.
We have a 4Runner that is our versatile “go-to” up here in the CO mountains. It’s smaller but serves our needs well, and shares a lot of the “datedness” of the Sequoia… maybe even more so!
Besides the roll-down rear window, the two also have a rare feature that is hard to notice, but much appreciated: big dashboard buttons and knobs that are easy to manipulate while wearing warm gloves. Touch screens just don’t cut the mustard at times.
Wow, I had no idea these were still a current model – and that’s coming from a huge Toyota fan.
In our college town of 60,000, we have a Toyota dealer but they must NEVER stock these anymore. You’re much more likely to see a Land Cruiser there than this. And of course, the town is awash in Highlanders.
These, 4runners, and their Lexus brethren are perhaps the last bastion for the “buy a vehicle and keep it 20 years” brigade. Generally wealthy but (relatively) low frills types, they consider few trips to the repair shop a valuable luxury.
When shopping for a midsize CUV last year, I was surprised to see a new Sequoia on the lot at a high volume Toyota dealer; I had no idea these were still made. The salesman saw me do a double-take when walking past the Sequoia and immediately offered $5k off the sticker. Given that Jim reports so few are being sold these days, I would have thought they would have commanded premium prices from the relatively few, but likely very loyal-to-Toyota, buyers.
Anyway, the Sequoia seemed so huge when first introduced but now seems so sensible in comparison to their Ford and GM competition; it would definitely fit in my garage. If I were in the market for something of this size and capability, I would give the Sequoia a serious look, though the GM products in particular would be hard to beat on price. More importantly, the domestic makes offer a seemingly infinite variety of engines, suspension upgrades and options, while the Sequoia (and Tundra) lack the same flexibility.
6 months ago looking for a large used late model 3 row SUV, I tried to find one of these but man are they thin on the ground. That and resale is crazy, easier and cheaper to get a loaded up Suburban. In the end we went newer and less capable (Pilot) but I really like these, just not at the price. Interestingly a friend I hadn’t seen in a while did some work on my house this summer, they own a small farm and while he has the normal diesel crew cab farm truck, his wife has one of these that I guess she puts a ton of miles on delivering produce to high end markets and restaurants in the area, seems to like it alot.
Also that interior looks so much like my father in laws 2009 Tundra where as I’m pretty sure the Tundra dash has gotten multiple refreshes in that time. I have driven that Tundra a number of times, including moving a trailer across several states for my in laws, and while I really am not a fan of the styling the drivetrain in these is wonderful.
With the $67k figure in my head and Petrichor’s comments about the price of lower-tier models of Sequoia, I took a look at my local Chevy dealer’s website and found that the Tahoe falls squarely in the same price range – there are Tahoes on the lot from $54k to $79k (?!)
Both will be running in 20 years, but I bet the Sequoia will be nicer to drive in 2040, have a better resale value, and will have had a lower TCO.
Excellent review, as always.
Toyota is in an interesting position in the US with its large trucks and SUVs. They clearly haven’t broken into the ranks of the Big Three, volume wise. But they hang in there, in there’s a small but solid core of buyers. Whether they will be able to penetrate further will be something to watch.
It’s a bit like the issue with the Crown back in the day. A well built product but not really competitive given how much value and flash American sedans offered back then.
I rather like this Sequoia; I never thought I’d say this, but its more understated styling appeals, and I can see other qualities too. I had never taken in that this had IRS.
I am of the opinion that it is great that Toyota hasn’t updated this in over a decade. I think that makes it one of the best looking Toyota products currently on sale. The only real negatives on the exterior in my opinion are the tail lights, hanging on to the never looked good in the first place, circles or partial circles in a trapezoid.
It also makes for a much nicer looking and functioning interior with buttons and knobs on the dash instead of randomly littered around the center console.
Speaking of the console the 3 cup holders is a nice feature, one for each passenger and the bottle of hand sanitizer.
The droning exhaust is a feature not a bug, or at least that seems to be what they are intending with it. It is possible to design an exhaust that gives a nice V8 burble at idle or at WOT that you don’t hear inside the closed vehicle in normal daily operation, w/o noise cancellation. The fact that it drones means that either Toyota was too lazy to reprogram the non active noise cancellation to account for the change in the exhaust, or that they purposely generate that noise with the muffler and let it through.
From my reading the only real “performance” upgrades the TRD Pro package brings are a skid plate and slightly more aggressive tires. Is that correct? Or is there a slight lift vs the base model?
Fox shocks (internal bypass) with slightly more travel would be performance related and is probably the biggest money item. I don’t believe there is a lift, if there is it’s very minor. And forged (presumably lighter and stronger) BBS rims too.
Yes a forged wheel could be stronger and lighter than a cast wheel, so I can count that as a performance upgrade of sorts.
The fact that they are Fox branded shocks doesn’t count for anything in my book. Additional travel brings up the question of the base model shocks being used as suspension travel limiters which make me wonder just how good of an idea longer shocks are since it has 4 wheel independent suspension. Are they purposely holding back the base suspension or did the marketing dept override the engineers and are allowing travel outside of the original design intent?
I touched on it in the post but didn’t go into the detail offered by the manufacturer as I wanted to keep this from being a multi-page review.
But Google is our friend so here is what Toyota says about the shocks. To me they seem better than what comes with the garden-variety Sequoia. Some of it is marketing fluff, much of it appears to be a more capable off-road product than what is delivered in the rest of the line-up:
“Aluminum-bodied internal bypass shocks employed on the 2020 Sequoia TRD Pro (and all TRD Pro models) are tuned by TRD engineers specifically for each model. Compared to external-bypass shocks used on off-road race vehicles, the Fox internal bypass shock compactly integrates bypass zones inside the shock body, which allows the shock’s fluid to bypass the piston through regulated ports as it moves through its travel. Providing a cushioned ride during typical driving, the Fox shock damping gets progressively firmer through the shock piston’s stroke to resist bottoming over rough trail surfaces.
The 2.5-inch Fox front shocks on Sequoia TRD Pro include 7 compression zones and 2 rebound zones, and the front shocks also provide an increase in rebound travel of 18mm. TRD engineers reduced the front spring rate on Sequoia TRD Pro to improve its off-road compliance.
For the rear suspension, Sequoia TRD Pro employs 2-inch-diameter Fox piggyback monotube shocks that feature bottom-out-control technology, which is designed to increase damping force for improved bottoming resistance in unforgiving terrain. Compared to the standard rear Sequoia shocks, the 2-inch Fox units feature larger 47mm pistons (15mm larger than original equipment) and beefier shock rods that are 3.2 mm larger in diameter.
The Fox shock bodies are constructed of fully anodized aluminum to help reduce weight while also efficiently dissipating heat to reduce shock fade during off-road driving. A combination of high-temperature damper fluid and pressurized nitrogen gas inside each Fox shock improves bump compliance and help maximize seal life.”
Wow so they are the aluminum bodied versions. So I take that back they do seem to be a significant upgrade over the base model shocks.
For what its worth, the 2015 Ford Super Duty Off-Road FX-4’s were available with “Rancho” shocks. Someone I knew at the time brought one. He called Rancho corporate to inquire about the specifications. Basically Rancho told him that the shocks were manufactured to Ford specifications and were not equivalent to “Genuine Rancho” shocks.
The Fox product as described is likely built by Fox to how Toyota wanted their shock to be. It appears to be more capable for off-road usage than what other Toyota Sequoias are produced with. Above I pretty much laid out what the included Fox shock package is, you can draw your own conclusions as to how it compares to the stock version, a Ford with a Rancho-labeled product and/or other aftermarket products.
Tundra got a refreshed dashboard in 2014 while the Sequoia soldiers on with the original 2007 Tundra design.
That’s way too much money for such an obsolete truck. Bad value.
Toyota is always the maker that doesn’t get any respect because they are “boring.” The Sequoia is a perfect example of the Toyota way. They make a bulletproof product and sell it at a high price to a discerning clientele. The Tacoma is exactly the same business model. Neither vehicle has seen much in the way of change for eons but they are both wildly popular within their fan base. Just look at the used values of the Sequoia, Tacoma and the 4Runner. Same for the pick-up truck, the Tundra. Toyota makes tons of money on each one they sell so volume isn’t as important. Their development was paid off ages ago.
Toyota cars need not be boring. Want a really cool and cheap sports car? Well, the 86 is a great buy. The Supra is cool, too, along with other cars like the Lexus LFA. I doubt Toyota makes much, if any, money on these limited production cars and we have to remember it’s the millions of Corollas and Camrys sold is what pays for the cool stuff.
Agreed. Whether the Tundra, Sequoia, 4Runner or Tacoma, you’ll never see $8-15k off a new one like you will with the domestics. And their prices on the used market remain strong.