2026 Toyota Sequoia Reviews, Pricing & Specs

The Sequoia has a family look related to the Tundra pickup, which shares its ladder-frame platform. It’s tall and wide, with blocky features. The nose has a big, black grille, but it’s better contained than the Tundra’s, as the blacked-out look is confined within the grille instead of extending all the way down the face. Along the sides, the shoulder line steps down from a tall hood to the front doors. Pronounced haunches over the wheels take on that chunky look, and all models get black wheel flares except the top Capstone trim, which goes with body-colored flares. The front pillars are blacked out and the rear side window line tilts forward for a slight sense of motion. A standard rear spoiler and tailgate Sequoia lettering mark the rear end. Toyota sets it on 18-, 20-, or 22-inch wheels, and the TRD Pro’s all-terrain tires give away its off-road intent.

The chunky design extends to the cabin, where large dials work well with gloved hands. The cabin of our TRD Pro tester felt purpose-built for work and for off-roading. It comes with black synthetic leather upholstery with a unique camouflage pattern, TRD Pro embroidered on the headrests, and red contrast stitching. The quality is merely acceptable at these prices. Soft-touch surfaces adorn the door tops, center console, armrests, and portions of the dash, but there's also a lot of hard plastic on the center console, dash, and doors. In TRD Pro form, at least, the Sequoia feels utilitarian, not luxurious.

Buyers have the choice of more or less luxury. The base SR5 trim comes with cloth upholstery, while the other trims have real leather, and the Platinum and Capstone add contrast stitching.

The Sequoia no longer has a V8 but that isn't obvious from behind the wheel. It’s also a hybrid that Toyota calls i-Force Max, but that isn't obvious, either. A twin-turbocharged 3.4-liter V6 makes 437 horsepower and 583 pound-feet of torque. An electric motor between the engine and 10-speed automatic transmission can add 48 hp and 184 lb-ft to aid acceleration and draws its power from a 1.87-kWh battery pack below the rear floor.

The engine feels and sounds like a V8. In fact, it’s more powerful than the Sequoia’s old V8, both by the numbers and from behind the wheel. It’s strong from a stop with lots of passing punch, and the 0–60 mph run takes about six seconds. It’s also loud and consistently emits a V8-like growl.

The Sequoia can tow up to 9,520 pounds, which is quite competitive for the class. A haul mode helps with towing, as does an optional Tow Tech package with a wireless trailer camera system. The optional towing mirrors may also aid towing, thanks in part to convex lower mirrors, but they hurt otherwise. They’re overly large and stick out too far from the doors, blocking the view of pedestrians at neighborhood intersections. They can also extend about another four inches via a button to the left of the steering wheel to better see the end of a 28-foot trailer. We’ve never been so annoyed by a pair of exterior mirrors.

Handling is also rather annoying, but that's par for the course with body-on-frame full-size SUVs. The Sequoia sits 8.7 inches off the ground with four-wheel drive (4WD), weighs around three tons, and lacks any fancy suspension technology, with one exception. It has a double-wishbone front suspension and a multi-link rear suspension with coil springs. There are no adaptive dampers, no air suspension, and no active anti-roll bars, but the TRD Pro we drove had an off-road-tuned suspension with 2.5-inch Fox internal bypass coil-overs and rear remote-reservoir shocks, plus a unique front stabilizer bar.

The weight and ride height result in copious body lean in corners, and the Sequoia isn’t too happy about gathering its weight to head off in a different direction. The steering is slow with some play on center, but it’s well weighted. Ride quality is generally good. There’s a bit of truck-like bounding over bumps, but jiggle is well controlled and few road imperfections can pound through to upset passenger comfort. The TRD Pro’s tall-sidewall 285/65R18 Falken Wildpeak A/T tires do an even better job of absorbing bumps and ruts than other models’ 20s or 22s.

The TRD Pro is the off-roader. In addition to the all-terrain tires and suspension, it gets a front grille light bar, an aluminum front skid plate, and all-weather floor mats. The 4WD system of every Sequoia works part-time and shouldn’t be used on dry pavement. It has low-range gearing for low-speed rock crawling and comes with hill descent control. Engaging 4Hi or 4Lo also unlocks off-road drive modes that include Deep Snow, Mud, Sand, Dirt, and Auto.

The surround-view camera system also aids off-roading with forward, rear, and front and rear side views, plus readouts for degrees of pitch and yaw.

A full-size SUV, the Sequoia can carry seven or eight passengers. The first row comes standard with eight-way power seat adjustments and two-way power lumbar adjustments. The seats, while wide enough for bigger folks, are too flat for best long-trip comfort, though headroom and legroom are plentiful. Heated front seats are standard, and most trims also have ventilation. The Platinum and Capstone trims also get ventilated second-row seats. A heated steering wheel comes standard on all but the two base trims.

Second-row comfort is quite good, especially with the available captain’s chairs. The Sequoia is wide enough to fit three across in the second row and even the third row in a pinch. The second row has a pair of USB-C ports for charging phones, as well as a 115-volt outlet to plug in whatever backseat riders may want.

Getting back to the third row is easiest with center access between the captain’s chairs, but the second-row seats also tilt and flip forward. Once they're back there, adults up to six-feet tall will have enough headroom and legroom to handle short trips. Low seat bottoms, however, create a knees-up seating position that means there is no thigh support for comfort on trips over a half hour. Available buttons allow third-row passengers to recline the seat backs for more space.

Cargo space in the Sequoia is a strength and a weakness—the former simply because of this monster’s size. By the numbers, the Sequoia has a rather small 11.5 cubic feet of cargo space behind the third row, though that expands to 22.5 cubic feet with those seats moved forward far enough that they essentially allow for no legroom. It also has 49 cubic feet behind the second row with the third row folded down, and 86.9 cubic feet with the third row down, the second-row seat bottoms tilted forward, and the seat backs folded down. When folded, the third row sits above floor level instead of flush with the floor. All the Sequoia’s rivals have more cargo space and more user-friendly load floors, most of which are flat. To help even out the floor, Toyota provides a cargo shelf that can also sit below or above the level of the folded third row.

The Sequoia has a standard 12.3-inch digital instrument cluster and an 8-inch infotainment touchscreen. However, moving up just one trim level or checking an option box on the base SR5 trim brings a 14-inch touchscreen. The instrument cluster is sharp and includes the likes of trip information, fuel economy, trailer gain, current audio, and a compass on the left, the speedometer and tach in the middle, and boost PSI and battery state of charge on the right.

The 14-inch touchscreen is also sharp and quite easy to use. It has shortcuts to the standard wireless Apple CarPlay and Android Auto, as well as paired phones, navigation, music and entertainment, vehicle trip and fuel economy information, and vehicle settings. Other systems offer more connectivity, but few come simpler.

Other standard tech features include a three-month satellite radio trial, an eight-speaker audio system, a month of Wi-Fi Connect, a year of Remote Connect, and 10 years of Safety Connect. Remote Connect provides access to the Toyota app, Wi-Fi Connect is a Wi-Fi hotspot, and Safety Connect offers emergency assistance, a stolen vehicle locator, and roadside assistance. Available as an option or on higher trims are a head-up display, a 120-volt outlet in the cargo area, a wireless phone charger, and a 14-speaker JBL audio system.

The climate controls sit just below the screen and the drive mode selector and 4WD controller are within easy reach on the center console.

Toyota equips the Sequoia with its Safety Sense 2.5 suite of standard safety features. It includes forward-collision warning with pedestrian detection, adaptive cruise control, lane-departure warning with lane-keep assist, high-beam assist, and traffic-sign recognition. Also standard but not part of Safety Sense 2.5 are blind-spot monitors, rear cross-traffic alert, front and rear parking sensors with automatic braking, and a surround-view camera system. No safety options are offered beyond the standard equipment.

The Sequoia had not been tested by the government-run National Highway Traffic Safety Administration at the time of writing and received mixed crash-test results from the Insurance Institute for Highway Safety (IIHS). It scored a top Good in the IIHS’ small overlap and updated side crash tests, and a Marginal score in the updated moderate front overlap test. Its available headlights split their scores between the worst Poor score and a top Good score, and its front crash prevention system gets a Good rating for its ability to avoid or mitigate crashes with pedestrians but only a Marginal vehicle-to-vehicle rating.

The Sequoia's safety systems worked as they were supposed to during our test, and the surround-view camera system is a boon for both off-roading and tight spots. Speaking of tight spots, those wide tow mirrors make the Sequoia hard to park in addition to the possible danger they represent by blocking the driver’s view of pedestrians. Toyota also does not offer a hands-free highway driving system as other automakers do, so it’s behind the times.

The 2026 Toyota Sequoia comes in SR5, Limited, Platinum, TRD Pro, 1794 Edition, and Capstone trim levels. Prices start at $67,920, including a mandatory $2,195 destination fee, for the SR5 and top out at $88,830 for the Capstone. The TRD Pro is priced close to the top of the ladder at $84,660. High trim levels come with 4WD as standard, but it’s a $3,000 option on the least-expensive SR5 and Limited trims.

The Sequoia’s 4WD system only works part time and Toyota does not offer a full-time version with an Auto setting. That means it shouldn’t be used on dry pavement, and many owners will forget to engage it in inclement weather. Many rivals have systems with an Auto mode that can send the power to the front wheels when needed.

The Sequoia doesn’t get very good fuel economy, even though it's a hybrid. It’s EPA rated at up to 21 mpg city, 24 mpg highway, and 22 mpg combined with rear-wheel drive (RWD) and 19/22/20 mpg with 4WD. We did even worse than that in the TRD Pro model we tested, averaging only 15.2 mpg over 120 miles of mixed city and highway driving. Still, the Sequoia does better than its competition.

The Sequoia is priced higher than most rivals, at almost $7,000 more than the Ford Expedition, $4,000 more than the Chevrolet Tahoe, and $1,400 more than the Nissan Armada. None offer a hybrid option, but given the Sequoia’s modest efficiency gains, buyers shouldn't expect to make up the price difference anytime soon. Of those rivals, only the Expedition offers a comparable off-road grade, but all have better cargo holds.