The Toyota Sequoia has all the hardware and software to be a big player in the full-size 3-row SUV class. Pricing starts at $60,875. There’s a lot to like here. The Sequoia comes with a muscular hybrid drivetrain as standard, enjoying pretty good fuel economy for the class. There are plenty of creature comforts available, as well as enough equipment for heading into the wilds. Based on a truck platform (the new-generation Tundra) that also serves as the foundation for a new Toyota Land Cruiser and the Lexus LX 600, the Sequoia is rugged enough to tow 9,000 pounds. The second generation was around for about 15 years before this latest generation launched for 2023. So Toyota had a lot of time to benchmark its large SUV against heavy hitters like the Chevy Tahoe and Ford Expedition, and pinpoint areas where the old Sequoia needed improving. It’s kind of odd, then, that some aspects have gone backwards. Interior space is slightly less than before and the rear suspension is not so refined. However, for those in the market for such a machine, it’s hard to argue against a big 3-row SUV made by Toyota with a lot of standard safety features on board.
2024 Toyota Sequoia Pricing
The 2024 Toyota Sequoia starts at $60,875. That gets you the base SR5 trim. The most popular Platinum trim starts at $73,465, and the capable TRD Pro model begins at $78,710. Where it’s optional, 4WD is a $3,000 upgrade. These are manufacturer’s suggested retail prices (MSRP) and don’t include the $1,850 factory-to-dealer delivery fee (destination charge). For a bit of pricing context, the Nissan Armada kicks off in the low 50s, with the Ford Expedition and Chevrolet Tahoe in the mid-50s. The GMC Yukon begins in the high 50s, and the Jeep Wagoneer starts in the low 60s. Some Sequoia shoppers might also do well to check out the big new Toyota Grand Highlander, from about $43K. Before buying a new Sequoia full-size SUV, check the Kelley Blue Book Fair Purchase Price to know what you should be paying. In the past, the Sequoia’s resale values have been average; we reckon the latest model will carry on in this groove. The Sequoia was just fully redesigned for the 2023 model year, but it still gets a couple of updates for 2024. The TRD Off-Road package is now optional on the Platinum trim, and the Limited model has a new Nightshade Package available.2024 Toyota Sequoia MSRP Sequoia SR5 $60,875 Sequoia Limited $67,275 Sequoia Platinum $73,465 Sequoia Capstone $77,865 Sequoia TRD Pro $78,710 What’s New for 2024
Power, Ride and Handling
A twin-turbocharged 3.4-liter gasoline V6 and an electric motor propel the 2024 Sequoia with 437 horsepower and 583 lb-ft of torque. That’s a lot of muscle for this class or otherwise. At speeds of up to 18 mph, the electric motor does most of the work, which will help the Sequoia’s fuel economy around town. Yet that motor can also supply extra thrust when required. We’ve found this to be a strong drivetrain. Driving modes are Eco, Normal, and Sport. With a load-leveling rear air suspension, Comfort and Sport S+ modes are added, along with a user-customizable setting. And we suggest doing something to improve the ride quality because the stock setup is not especially sophisticated. This is most noticeable in combination with the large wheel/tire sizes of the Capstone trim. A truck-based construction is great for towing, not so much for ride quality. A TRD Sport package for the base SR5 naturally brings a sportier suspension. TRD stands for Toyota Racing Development, and this division has other treatments available for the new Sequoia. The TRD Off-Road package (for all-wheel-drive versions of the SR5 and Limited trims) has a different kind of specialist suspension, along with a locking rear differential, Multi-Terrain Select, and Crawl Control. For those making good use of the Sequoia’s 9,000-pound towing ability (actually a maximum of 9,520 pounds in a properly equipped rear-drive SR5), the Tow Tech package helps out in the form of a Trailer Backup Guide and Straight Path Assist. Power-extendable side mirrors are also available. We’ve spent hundreds of hours driving and evaluating this generation of full-size SUVs, including the Toyota Sequoia. The Environmental Protection Agency (EPA) estimates that the Sequoia with rear-wheel drive can achieve 22 combined mpg (21 city, 24 highway). With 4-wheel drive, fuel economy dips to 20 combined mpg (19 city, 22 highway). This puts the Sequoia at a significant advantage against the Chevy Tahoe (17 combined mpg), Ford Expedition (19 combined mpg), and Nissan Armada (16 combined mpg). And regular gasoline is fine.Fuel Economy
Acceptable Interior
In SR5 and Limited trims, the Sequoia comes as an 8-seater, with a 3-person bench in the second row. In the three higher trims, this bench is replaced by a pair of captain’s chairs, raising comfort levels in that row and improving access to the rearmost seats. Speaking of which, legroom in the third row varies between 28.1 and 33.7 inches. The Sequoia offers an optional sliding third row with nearly six inches of travel to maximize passenger space or the cargo area. The Chevy Tahoe does better here with 34.9 inches — still a little tight, but friendlier to grown-ups. It also beats the Sequoia for second-row legroom: 42 inches, as opposed to 39.2. In general, the Sequoia’s cabin is — acceptable. That applies to the interior design and materials, as well as space. That said, this generation is slightly less accommodating than the previous one. The Capstone trim is the plushest Sequoia there’s ever been. It features American Walnut wood, perforated semi-aniline leather upholstery in an exclusive black-and-white color scheme, a large infotainment touchscreen, and acoustic glass for the front side windows. Luggage space behind the third-row seats is a maximum of 22.3 cubic feet (thank that sliding row again). However, the Tahoe impresses in this section too, with 25.5 cubic feet. The Sequoia’s rear seats don’t fold flat. To create a level load space, an optional adjustable-height cargo shelf is available. Maximum cargo volume in the Sequoia is 86.9 cubic feet. And yes, we know you’re wondering — the Tahoe has 122.9. We also miss the retractable rear window in the previous Sequoia’s tailgate. This one is fixed.
Commanding Exterior
The Tundra connection doesn’t just run to a shared foundation. They’re similar from a styling point of view as well. This isn’t a criticism. They both mark a fresh design approach that, to our eyes, gives the Sequoia an agreeably assertive character. Its size also contributes to a commanding presence overall. Wheel sizes range from 18 to 22 inches. The Capstone’s wheels have a chrome finish. There’s the usual array of white, black, silver, and gray paint finishes. Premium colors include Supersonic Red and — a deep-orange Solar Octane, exclusive to the TRD Pro model. Power-retractable running boards are optional with Platinum trim, standard with the Capstone.
Our Favorite Features and Tech
12.3-inch driver information display 14-inch infotainment touchscreen Panoramic View Monitor Hybrid drivetrain 4-wheel drive Captain’s chairs
This digital instrument cluster is standard throughout and helps make the cabin feel contemporary.
This is standard in all but the base SR5 (where it’s optional, replacing an 8-inch display). The graphics are crisp and clear, and the system is user-friendly, incorporating voice control and wireless Apple CarPlay/Android Auto phone integration.
This 360-degree camera system is standard across the Sequoia lineup. Immensely useful when maneuvering this full-size SUV in tight conditions.
Hybrid power makes so much sense in a vehicle of this size and weight. Not just from a fuel economy point of view. The typical low-end thrust an electric motor provides is a useful asset on-road and off. And given Toyota’s excellent track record with hybrids, this setup in the Sequoia should be as reliable as always.
Although not many families will go off-roading in their new Sequoia, there’s still the confidence in bad weather. For those intrepid few, this system has a high/low transfer case and Crawl Control, a kind of low-speed cruise control for rough terrain; the driver only has to concentrate on steering.
Standard in the top three trims, a pair of these replaces the second-row bench. They can fold, recline, tumble forward, supply one-touch access to the third row, and even offer the option for heating and ventilation.
Engine & Transmission
Every Sequoia comes with a hybrid drivetrain consisting of a twin-turbocharged 3.4-liter V6 engine and an electric motor for an output of 437 horsepower and 583 lb-ft of torque. That’s more muscle than the competition, even the Chevy Tahoe’s optional V8. A 10-speed automatic transmission sends drive to the rear wheels in the Sequoia’s basic form, although a 4-wheel drive system with high/low gearing is available at every trim level; the TRD Pro model has 4-wheel drive as standard.
3-Year/36,000-Mile Warranty
Toyota’s basic new-vehicle warranty is for three years or 36,000 miles, whichever happens first, with powertrain coverage of five years or 60,000 miles. This is typical among mainstream car companies. Hybrid-related components have a warranty of eight years or 100,000 miles; the hybrid battery is covered for 10 years or 150,000 miles. Toyota also includes free maintenance for the first two years or 25,000 miles.
Safety
No agencies in the United States have put the Sequoia through any crash-test programs at this time. However, standard safety equipment includes forward collision warning with automatic emergency braking, pedestrian detection even in low-light conditions, cyclist detection in daylight, intersection assistance with automatic braking, emergency steering assistance, and blind-spot monitoring with rear cross-traffic alert.
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Our Expert Ratings come from hours of both driving and number crunching to make sure that you choose the best car for you. We comprehensively experience and analyze every new SUV, car, truck, or minivan for sale in the U.S. and compare it to its competitors. When all that dust settles, we have our ratings. We require new ratings every time an all-new vehicle or a new generation of an existing vehicle comes out. Additionally, we reassess those ratings when a new-generation vehicle receives a mid-cycle refresh — basically, sprucing up a car in the middle of its product cycle (typically, around the 2-3 years mark) with a minor facelift, often with updates to features and technology. Rather than pulling random numbers out of the air or off some meaningless checklist, KBB’s editors rank a vehicle to where it belongs in its class. Before any car earns its KBB rating, it must prove itself to be better (or worse) than the other cars it’s competing against as it tries to get you to spend your money buying or leasing. Our editors drive and live with a given vehicle. We ask all the right questions about the interior, the exterior, the engine and powertrain, the ride and handling, the features, the comfort, and of course, about the price. Does it serve the purpose for which it was built? (Whether that purpose is commuting efficiently to and from work in the city, keeping your family safe, making you feel like you’ve made it to the top — or that you’re on your way — or making you feel like you’ve finally found just the right partner for your lifestyle.) We take each vehicle we test through the mundane — parking, lane-changing, backing up, cargo space and loading — as well as the essential — acceleration, braking, handling, interior quiet and comfort, build quality, materials quality, reliability.
