By Jim Prueter
MotorwayAmerica.com

(March 17, 2024) When Toyota finally came up with an all new Tundra full-size pickup for the 2022 model year after a long 14 years since the last model debuted, we knew an all-new Sequoia that pairs with the Tundra truck couldn't be far behind. The aging and long-neglected Sequoia barely hung in there for 2022 and 2023 saw the debut of an all-new Sequoia grabbing the best of the Tacoma pickup's style, brawn, platform and capable architecture.

Dating back to its initial introduction nearly 25-years ago, the Sequoia, like the Tundra is built in the USA and for the first time is powered by a standard twin-turbo V6 hybrid signaling the end of V8 Toyota SUVs and promised improved fuel mileage. It also ditches its predecessor's independent rear suspension for a four-link, coil-spring solid rear axle that works better for off-roading and towing but not so much so for handling and ride quality. Available air bags within the rear coils enable ride leveling when towing.

After the complete redo for last year, the 2024 Sequoia TRD Pro tested here remains expectedly unchanged but adds a Limited Nightshade trim level, and Platinum trims can now be had with the same TRD Off-Road package joining the Limited last year. 4WD is standard, with a two-speed transfer case offering drivers the options of 2H, 4H, and 4L. The new V6 hybrid lays down 437 horsepower and an impressive 583 pound-feet of torque.

While the 3.4-liter V6 combined with its small 1.87-kWh NiMH hybrid battery assistance earns an EPA fuel economy rating of 20 mpg combined the best we were able to attain during our week of testing was 17.3 mpg on my own mixed driving. That's a 1 to 2 mpg improvement over its 5.7-L V8 predecessor. Note that this is not a plug-in hybrid, however. Located under the third-row seats, the Sequoia’s small battery is passively recharged by normal engine operation, but only stores enough juice to augment the drive — not re-power the entire vehicle. The 49-horsepower electric motor can move the truck at parking- and gentle creep speeds, but is intentionally secondary to the new V6. A 10-speed automatic transmission handles shifting duties.

While my testing excluded my usual significant off-road "Butcher-Jones" Arizona off-road course this time, the lighter off-road trail was handled with aplomb making light work out of the trail. Despite its hefty three-ton plus curb weight, the TRD never felt sluggish with spirited acceleration and passing capability.

Add the the TRD Pro grabs a few dedicated upgrades of its own over the standard issue Sequoia including Fox internal-bypass shocks, additional underbody protection, and a roof rack. Other inclusions are strictly cosmetic: the TRD gains LED clearance lights in its grille despite not being wide enough to need them, and a techy camouflage pattern to its wheel arches. Paired with the unique wheels, and sporting the Terra paint that debuts for 2024, the whole package is aggressive and imposing. While indeed a hybrid of sorts, absolutely nobody will mistake it for anything approaching a Prius. This beast has the presence of a raging rhino, wicked, muscular, near threatening.

Other dedicated TRD Pro niceties include an electronically-controlled locking rear differential, a 2-speed transfer case with high/low range, and an automatic limited-slip differential. While other Sequoia trims can be had with air suspension, the TRD Pro opts for 2.5-inch FOX internal bypass coil-overs and rear remote-reservoir shocks. This is no mere styling package and Toyota assures us this Sequoia is ready to go off-road and engineered to do so. The Multi-Terrain Monitor is standard, with various camera angles around the SUV to help spot rocks, gullies, and other potential hazards.



There's also a TRD Pro front stabilizer bar, a TRD aluminum front skid plate, and 18-inch TRD Pro matte-black forged aluminum BBS wheels with TRD center caps. They're shod in 285/65R18 Falken WILDPEAK all-terrain tires. Even with the fancy dual-tip exhaust, approach and departure angles increase to 23-degrees and 20-degrees respectively. It'll tow 9,020 pounds, and has 9.1-inches of ground clearance, half an inch more than the regular SUV.

Inside, a thorough interior upgrade to the cabin witnesses the seats sharing the same camouflage pattern as the black exterior wheel arches and embossed red/white TRD Pro embossed stitching on the upper seat shoulder area. Rather than leather, these seats are perforated SofTex: suitably sturdy for off-road adventures consistent with the rubber floor mats. Toyota offers eight-seat configurations of the SUV, the TRD Pro seats seven by default. There's no shortage of space for those in the second-row captain's chairs, with a healthy pass-through space to the sliding, power-folding third row.

There's adult-scale legroom in all three rows, but it compromises rear cargo space to a snug 11.5 cu-ft. Sliding the rear bench forward expands that to 22.3 cu-ft while folding it bumps it up to 49 cu-ft. Drop the second row, and space increases to 86.9 cu-ft. Toyota also throws in a wireless phone charging pad, heating and ventilation for the front row, a power liftgate with flip-up glass, and lots of useful cubbies.

Tech upgrades brings the welcomed addition of Toyota's latest infotainment system. Running on a sizable 14-inch touchscreen — large enough that some graphics on the right side can be a stretch for the driver — it's much easier, more attractive, and generally intuitive to use than the old version. Wireless Apple CarPlay and Android Auto are supported, and there's a 12.3-inch digital gauge cluster for the driver. Despite the vast touchscreen, Toyota employs the optional choice of physical controls. They're generally oversized, too, to make sure they're usable even if you're wearing gloves, though the positioning of the driveline controls does leave them somewhat obscured by the edge of the center armrest.

Safety tech and driver assistance features include pre-collision assistance with pedestrian detection, lane departure alerts with steering assistance, lane tracing assist, auto high-beams, and road sign assist are all part of Toyota Safety Sense 2.5, fitted as standard. So, too, is adaptive cruise control, though where rivals have been flirting with advanced lane-keeping the Sequoia relies on the driver for steering.

For most shoppers attracted to the Sequoia, I suspect most will favor the non-TRD-massaged versions and agree it's probably the wise choice. In addition to affordability, it'll deliver better and more refined on-road manners and comfort and much less "in-your-face" styling.

However, if you want the sense of the TRD Pro but aren't quite ready for the rugged rough-stuff off-road capabilities, there's an optional TRD Off-Road package ($2,675) that includes TRD Off-Road alloy wheels with knobby all-terrain tires, TRD Off-Road badging, holstein shocks, skid plates, red TRD engine start button, TRD leather-wrapped shift knob, aluminum sport pedals, and some additional suspension and electronically controlled rear differential and the multi-terrain select, crawl control and downhill assist control. But if you want even more refinement you should head over the the Lexus dealer next door.

Vital Stats

Base Price: $78,710
Price as Tested: $80,560
Engine/Transmission: 3.4-liter hybrid assisted V6 gas engine combining for 437-horsepower and 583 lb-ft. torque routed via an Asian 10-speed automatic transmission and all-wheel drive.
EPA Fuel Economy: 19/22/20 - mpg City/Highway/Combined
Seats: 7

Where Built: San Antonio, Texas

Competes With:
Chevrolet Tahoe Z71
Ford Bronco Wildtrak
GMC Yukon AT4
Jeep Grand Cherokee Trailhawk 4xe

Crash Test Safety Ratings: The Sequoia has not been crash tested by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration.

Likes:
Smooth, linear, powerful, hybrid powertrain
New Sequoia better in every way over predecessor
Serious off-road credibility

Dislikes:
Expensive to own and operate
Middling cargo space
Excessive wind noise from roof rack