2023 Toyota Sequoia

The Toyota Sequoia is all-new this year for the first time in a long time. How long? When the last all-new Sequoia was introduced, the great recession was still a year in the future and most people had never heard of Twitter, so it’s been a while. But the 2023 Sequoia is evidence that good things can come to those who wait. This full-size, three-row SUV, based on last year’s new Tundra Pickup and built alongside it in Texas, is better in every way than its predecessor and comes in five versatile trims from off-road boss to urban family hauler and towing champ. There are long overdue improvements in MPG, handling, technology and connectivity. The interior space has also been rethought to provide a better and more intuitively configured space.

There are lots of changes, but the biggest one is under the hood. Gone is the old V8, replaced by a standard hybrid system that pairs a twin-turbo V6 with an electric motor and a tiny battery pack. Dubbed “i-FORCE MAX,” the total system output is 437 horsepower and 583 pound-feet of torque. Nudging buyers swiftly down the road to electrification, the hybrid powertrain delivers a nifty torque swell—all 583 pound-feet are available at a low 2,400 rpm—that gives you enough get up and go to tackle any terrain and the deft power to survive the trek. A ten-speed automatic transmission shuffle sth gears in both rear-drive and four-wheel drive (4WD) versions.

In the same class as the Chevrolet Tahoe, the Ford Expedition and Jeep Wagoneer, the Toyota Sequoia offers seating for 7 or 8 passengers and ample cargo space, but it does trail slightly behind the gigantic American competitors and doesn’t offer a stretched version like they do. Fuel economy is way up from last year’s 15 mpg combined to 22 thanks to the hybrid powertrain. A close relative of the Tundra and riding on a 122-inch wheelbase and a sturdy, fully boxed frame, the Sequoia may not come as a stretch but it’s plenty brawny. Maximum towing capacity has increased to 9,520 pounds and nearly all versions can tow more than 9,000 pounds, which puts it near the top of the class in that department.

Five trims are on offer: The base SR5 ($59,895, including a $1,595 destination fee), Limited ($66,295) and Platinum ($72,495) hold down the core of the lineup while the TRD Pro ($77,595, 4WD only) is the off-road specialist. Finally, the Capstone trim ($78,695) is the luxury liner of the bunch, bringing 22-inch wheels, automatic folding running boards, leather interior appointments with natural wood trim and more luxury items as standard kit. 

With that beefy frame, Toyota has also engineered the Sequoia for more than towing, particularly in TRD and Capstone trims. While not a direct replacement, Toyota hopes the new SUV will console some heartsick Land Cruiser fans in the wake of that model’s departure. The beefier, less rounded look lines up neatly with the the company’s recent design aesthetic and the clean block badging that embellishes most trims is a nice touch. The space inside has a fixed center console and flexible rear seating with a split-folding bench for eight passengers or captain’s chairs for seven passengers. Additionally, the comprehensive Toyota Safety Sense 2.5 suite of active-safety gear is standard. 

Long overdue, the 2023 Sequoia is an inherently different and more modern vehicle than the outgoing model, which was struggling to remain relevant in a world of vastly newer competitors. According to Motor Intelligence data, sales had fallen to just over 8,000 units in the 2021 calendar year, compared to Chevy’s Tahoe, which racked up sales of over 106,000 units in the same period. Manufacturers love the large SUV segment for the large profit margins, and it appears Toyota finally has a worthy contender to get back in the game.

Performance: 13/15

All Sequoias are powered by a twin-turbo 3.5-liter (technically a 3.45-liter or 3,445 cubic centimeters, but who’s counting?) V6 mated with an electric motor for a total system output is 437 horsepower and 583 pound-feet of torque. The electric motor resides between the engine and the 10-speed automatic transmission with a tiny but effective 1.87-kWh nickel-metal hydride battery pack. If this sounds familiar, it’s because it’s the same powertrain used in versions of the Toyota Tundra pickup. There are no other engine options, but few will lament the V8’s passing once they’ve driven the hybrid V6.

This proven powertrain provides the Sequoia with a good blend of efficiency and power; though the previous model had plenty of grunt, it sucked down fuel like a 1973 Cadillac Fleetwood, and trailed virtually all the other large SUVs (except for Nissan’s Armada) in this area while not offering quite as much towing power as vehicle like the Expedition. All trims are available in rear-wheel drive and 4WD, except for the 4WD-only TRD Pro edition.

As you would expect, the Texas-made family hauler drives with the solid confidence of a full-size truck but feels more stable and light years more agile and responsive than the previous generation. Quieter and more capable, the Sequoia is simple to use off-road, even for a variable terrain novice. There are skid plates, a locking rear diffential and, on the TRD Pro, special Fox shocks.

Buyers that tow toys and trailers regularly will want to opt for the optional Load-Leveling Rear Height Control Air Suspension; max towing is 9,520 pounds. That’s more than the Expedition, which maxes out at 9,300 pounds, and Tahoe (8,400), but less than the Wagoneer’s 10,000-pound max. 

Fuel Economy: 13/15 

The hybrid powertrain counterbalances the Sequoia’s mass, delivering an EPA rating of 22 mpg combined, 21 city and 24 highway. (4WD shaves two mpg from each measure.) That’s a significant improvement of 7 mpg across the board over the previous Sequoia, which could only eke out 15, 13 and 17 mpg in the same metrics and often performed even poorer in real-world use.

Compared to its fellow full-size competitors, the 2023 Chevrolet Tahoe with the 5.3-liter V8 returns 17 mpg combined, the Ford Expedition with the turbo V6 returns 19 mpg combined and Jeep Wagoneer with the 5.7-liter V8 18 mpg. The diesel-powered elephant in the room is the Tahoe’s 3.0-liter inline-six turbodiesel, which returns 24 mpg combined, 21 city and 28 highway. The same engine is offered in a closely-related competitor, the GMC Yukon. But you’ll pay for that efficiency at the dealer and the pump given the current pricier-than-premium cost of diesel. 

Safety & Driver Assistance Tech: 11/15

Neither the National Highway Traffic and Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) have yet crash-tested the 2023 Toyota Sequoia, which dings it slightly in our ratings. When and if they do evaluate it, we expect the Sequoia’s score to rise as the closely-related Tundra has earned a Top Safety Pick+ rating from IIHS. 

All Sequoia include a healthy amount of active-safety gear, some of which costs extra on the competition, including blind spot warnings and rear cross-traffic alerts. Toyota Safety Sense 2.5 (TSS 2.5) is standard and includes adaptive cruise control, lane departure warning with steering assist, forward collision warning with pedestrian detection and forward automatic emergency braking. 

Again, the Tow Technology package brings a digital display rearview mirror and trailer backup guide with “Straight Path Assist,” which makes minute adjustments to keep the trailer in line when backing. This system is similar to what’s on offer in the Ford Expedition, but the Tahoe and Yukon offer the best towing assistance gear in the class.

Comfort & Room: 12/15

Whereas the previous Sequoia’s interior felt dated and inefficient, the new third-gen model benefits from a complete redesign focused on comfort, capability, convenience and safety. Seating comfort is improved, but not at the expense of support; a choice of captain’s chairs or a bench in the higher trims creates more flexible space that can be adjusted to meet the day’s needs. In addition, rear air vents throughout and easy access to tech charging make for a ride that is just as convenient in the third row as the second. 

In numerical terms, the Sequoia offers 41.2 inches of legroom in the front and 39.2 in the second row. Third-row legroom varies from 33.7 to 28.1 inches thanks to its sliding design that lets users prioritize cargo capacity or passenger comfort. Though much better than the old Sequoia, this still isn’t enough to conquer the class leaders in the back seats.

The Chevrolet Tahoe has 44.5 inches of front legroom, 42 in the middle row and 34.9 inches of legroom in the big third row, respectively, while the Ford Expedition 43.9, 41.5 and 36.1 inches. If your family is long-limbed, you know where to look. However, shoppers looking for something with even more legroom and behind the third-row cargo space or seats that fold entirely flat should try on the Wagoneer L, Expedition Max, Chevrolet Suburban and Yukon XL for size.

Infotainment: 12/15

Except for the base SR5, which has an 8-inch version, all Sequoias come with the new 14-inch touchscreen running the new Toyota Audio Multimedia setup first seen on the Tundra. Both screens have far better resolution than the outgoing model and have much more modern “pinch and scroll” functionality than the old version’s systems. Featuring a satin anti-glare screen, the center wirelessly connects to Apple CarPlay and Android Auto within seconds.

The Sequoia also uses the automaker’s Google cloud-based navigation and vastly improved voice command system. Just say “hey Toyota” and it’ll respond, often with the right answer to your query. There’s also a 4G Wi-Fi hotspot, though as on the Tundra some of these connected services require an annual subscription after the first year.

As you move through the trims, you can add the JBL audio sound system (available on Limited and standard on Platinum, TRD Pro and Capstone), which adds six speakers, including a dedicated subwoofer and amplifier, to the standard eight-speaker setup. USB ports are easily accessible throughout the vehicle in each quadrant, eliminating the need for long cords. Most driver functions are accessible through the 12.3-inch digital cluster (unlike the Tundra, this feature is standard on the Sequoia); a heads-up display is optional on the Platinum and standard on the Capstone.

Cargo Space & Storage: 10/15

Space is a primary selling point of full-size SUVs, but the Sequoia still lags behind its competitors in this area. While numbers don’t entirely lie, they fail to convey that this edition of the Sequoia feels roomier and more spacious than the previous generation. Due to the built-in, manually configurable storage in the rear or the discreet organizational tools, it is nice to see an automaker put thought into daily usage rather than simply giving more space. 

Specifically, the Sequoia has 11.5 to 22.3 cubic-feet of storage behind the third row, thanks to that clever sliding third-row seat. There are 49 cubes behind the second row, and 86.9 with it folded. Still, the Tahoe easily surpasses it with 25.3, 72.6 and 122.9 cubic feet in the same measures, and the Expedition checks in with 20.9, 63.6 and 104.6. The Expedition Max, Chevy Suburban and Jeep Wagoneer offer even more. You’ll need to do some serious comparison shopping if cargo is king, because even the one-size-smaller Volkswagen Atlas and Kia Telluride are keenly competitive here. 

Style & Design: 9/10

Whereas the outgoing Sequoia was a mix-mash of dated, bulbous shapes and a generic big wago profile, the new 2023 model displays a muscle-bound stance, bold lines and, crucially, a sense of proportion that escaped the previous model. As a result, its presence is instantly identifiable for the first time in years, and it arguably looks better than its Tundra sibling. Of course, most of that is due to the heavy use of body-side sculpting and sharp angles in the rear-three-quarter glass, but they form a well-executed whole. 

Each trim plays its role, the SR5, Limited and Platinum looking stylish and functional, while the TRD Pro trim works to telegraph the rugged capability the brand’s Tacoma, 4Runner and Land Cruiser siblings have traded on. The Capstone is aimed at Jeep Grand Wagoneer, GMC Yukon Denali and Lincoln Navigator buyers but stops short of the level of luxury those brands deliver. The Lexus LX600 might be a better fit for people in that market.

Is the 2023 Toyota Sequoia Worth it? Which Model is the Best Value? 

Yes, the Sequoia is “worth it.” The best bang for the buck for buyers who plan to work their Sequoia hard is the base SR5 in 4WD ($62,895 including $1,595 destination) with the $2,835 Premium Package with options. It brings the larger HD 14-inch screen, SofTex-trimmed seats, a power-folding third row, a third row 120V outlet, a hands-free power liftgate, and the digital rearview mirror with a backup guide and straight path assist. 

Willing to pay a little more for a sporty off-road focused vehicle? The TRD Pro, at $77,595, brings a 14-inch screen with upgraded tech and premium JBL audio, 18-inch forged matte black BBS Wheels, TRD badged steering wheel, life-proof, power-adjustable seats, a beefy skid plate, the towing support package and additional driver assistance controls. It also makes available some specialty hardware that’s part of the TRD Pro Off-Road Package.

How Much Does it Cost to Insure the Toyota Sequoia?

The Sequoia is all new for 2023, but we can still get a bead on insurance costs. According to our research, a typical 30-year-old female driver with a clean record can expect an average annual premium starting at $2,325 for a TRD Pro or Capstone edition, while the base SR5 would be closer to $2,200, though this averages all 50 states. For comparison, the Chevrolet Tahoe runs about $2,100—to $2,225, while a Ford Expedition owner might pay up to $2,418 for a fully outfitted King Ranch edition. For a more accurate picture of your potential insurance expenses, visit our car insurance calculator.