2024 Toyota Sequoia Reviews, Pricing & Specs

The Sequoia shares more than a platform with the Tundra pickup. The two also have several design cues in common: hexagonal grilles and wheel arches, strong fender creases, and muscular stances. The interesting thing about the Sequoia’s looks is the extent to which exterior color changes them. Our tester was a top-trim Capstone model, meaning it featured more chrome brightwork than any other trim level in the range. It also happened to be presented in Celestial Silver, one of the more staid options in a palette which also includes the punchy Solar Octane orange and trendy Lunar Rock gray. The overall effect was a tad dated in appearance and really said “cop car” to us. Swap in orange paint and black accents, though, and it suddenly says “Tonka truck”( in the best possible way).

Inside, the Sequoia’s resemblance to the Tundra–and other contemporary Toyota vehicles–is near-perfect. The dash is laid out in the same blocky, geometric fashion as the Tundra’s and new Tacoma’s, with physical dials and buttons for volume and for the standard tri-zone climate control. The shifter and steering wheel, too, look just like its truck siblings’. The top of the center console features a shallow covered compartment flanked by padded armrests, all of which lifts up to reveal a spacious cubby beneath. Our Sequoia Capstone had the semi-aniline leather upholstery that’s unique to that trim. Fabric seating surfaces are standard on the base SR5 trim, SofTex is available on SR5 and standard on Limited and TRD Pro, and leather is standard on Platinum. Both front seats are at least eight-way power-adjustable across the lineup, adding further opportunities for customizing the seating position as you move up the trim ladder. Every 2024 Sequoia gets a power-tilt and -slide moonroof or an upgraded panoramic version (standard on Platinum and Capstone, optional on Limited and TRD Pro).

This latest generation of the Sequoia is offered exclusively in hybrid format. It uses Toyota’s iForce MAX hybrid powertrain, combining a twin-turbo V6 engine with an electric motor, just as in the Tundra. This makes it more powerful than its V8-powered predecessor and, surprisingly, just about as pleasant-sounding. Power output specs now sit at 437 horsepower and 583 lb-ft of torque, an increase of 56 hp and 182 lb-ft over the 2022-model-year version. Fuel economy also sees a substantial improvement: The Sequoia is now rated for 20 mpg combined with four-wheel drive (4WD), compared to 14 previously.

The off-road-oriented Toyota Sequoia TRD Pro is, of course, available only with 4WD, a part-time system that includes a handy selector for 4Hi, 4Lo, and two-wheel drive (2WD). (It’s also equipped with a skid plate.) For every other trim, buyers will have to cough up an additional $3,000 if they prefer 4WD to rear-wheel drive (RWD). The 10-speed automatic transmission is standard and, in our experience, operates smoothly and subtly. We found the on-road handling adequate, about typical of the class.

For those who want some adventure-readiness but don’t intend to do serious, heavy-duty off-roading, the TRD Off-Road package is available on SR5, Limited, and Platinum trims with 4WD. Much like Toyota Tacomas and 4Runners with the same designation, the TRD Off-Road package for the Sequoia adds all-terrain tires, a skid plate, and special TRD badging and emblems inside and out. It also upgrades to an off-road suspension with Bilstein shocks and an electronic locking rear differential and endows the Sequoia with relevant driver-assist features including Crawl Control, Multi-Terrain Select, and hill-descent control.

Maximum towing capacity for the new Sequoia is 9,520 pounds, up from 7,400 previously, and comes from the SR5 trim in its RWD form. Several towing-related upgrades are available directly from Toyota, including the Tow Technology Package (see Safety for more) and power-extending trailer tow mirrors. The latter option may be great for taller drivers, but for our 5’2” reviewer, they consistently obstructed the view of traffic coming from the left.

Our Capstone came with automatic power-deploying running boards, which are also available on the Platinum trim. These make it easier for shorter people to climb into the Sequoia, as long as they get the timing right–we got whacked in the shins a few times before we adjusted to it. (Toyota does also provide a switch you can use if you prefer to lower the running boards manually or keep them out at all times.)

Inside, you’ll find a maximum of 86.9 cubic feet of cargo space. That’s with both second- and third-row seats folded. Behind the second row, you get 49 cubic feet, and behind the third row, it ranges 11.5 to 22.3, depending on the position of the third-row seats on their slider.

Though the second-row seats do not slide fore and aft, it is exceptionally easy to move them out of the way to allow access to the back row. It’s also very easy to fold one or both of the 60/40 split third-row bench seats down at the push of a button, but doing so will not create a flat load floor, because these seats are positioned directly above the hybrid powertrain’s battery pack. This knocks nearly 3 inches off the head room: It’s 39.2 up front, 37.5-38.4 in the middle (depending on choice of moonroof), and 35.6 in the back. It also brings the rear-seat passengers’ knees closer to their chins, uncomfortably so even for those of us who’ve never been called long-legged. Legroom ranges from 28.1 to 33.7 inches in the third row. In the second row, it measures 39.2 inches, and in the first, 41.2. This places it behind rivals like the Chevrolet Tahoe and GMC Yukon, though it does best the Jeep Wagoneer on legroom in the front row.

Second-row captain’s chairs replace the bench seat in Platinum, TRD Pro, and Capstone models. They’re plenty wide, but they’re also very flat, with no bolstering to keep a passenger anchored in place. The seatbelt has only the armrest for backup on this task.

Naturally, our Capstone-trim tester was packed with all the bells and whistles, but what constitutes a bell or whistle for the Sequoia may surprise. Wireless Apple CarPlay and Android Auto, for example, are standard. Sequoia SR5 owners will access these functions through an 8-inch touchscreen, while every other trim features a massive 14-inch center touchscreen front and center. The Toyota Audio Multimedia infotainment system can be a tad lackluster in appearance, with a large quantity of white space made larger on the 14-inch screen, but it makes up for this in ease of use. If we had to choose between flashy and functional for something we use so often, we’d opt for functional every time.

The Sequoia does not discriminate by trim when it comes to the driver-information display; it’s always a full-color 12.3-inch affair with attractive and legible graphics. The Panoramic View monitor is also standard, a traditionally high-end feature whose inclusion begins to feel less generous and more essential in a vehicle of this size. Shorter drivers will be glad to skip the neck-craning, and anyone can appreciate technological assistance in keeping one’s vehicle out of insurance claims. The 10-inch color head-up display is standard on Capstone and available with the Platinum trim. The 14-speaker JBL Premium Audio system is available on the Sequoia Limited and standard for Platinum, TRD Pro, and Capstone.

We applaud Toyota for making safety features entirely standard on the Sequoia. Every trim gets the Toyota Safety Sense (TSS) 2.5 suite of safety and driver-assistance features. A pre-collision system with pedestrian detection and lane-departure alert with steering assist are among the technologies packaged into TSS 2.5 in the Sequoia, along with popular convenience features including adaptive cruise control and road-sign recognition. Front and rear parking sensors with automatic braking also come standard, as does blind-spot monitoring with rear cross-traffic alert. Toyota’s blind-spot monitoring system is beefed up for the Sequoia’s purposes by the addition of standard Trailer Merge Warning, which, if it detects that a trailer is connected, extends the monitored blind spot area to account for it.

The only optional driver aids for the 2024 Sequoia lineup are all bundled into the Tow Technology Package, which is available on SR5 and Limited trims and standard on the higher three. This adds a digital rearview mirror and trailer backup guide with Straight-Path Assist, all designed to aid in maneuvering which may obstruct rear visibility.

As of this writing, the 2024 Toyota Sequoia has not been rated by the Insurance Institute for Highway Safety (IIHS) or the National Highway Traffic Safety Administration (NHTSA). The mechanically similar 2024 Toyota Tundra did earn a Top Safety Pick+ designation from the IIHS, which is certainly not a mark against the Sequoia.

The 2024 Toyota Sequoia Capstone we reviewed came with a sticker price of $84,050. Base MSRP, however, is $61,275, and that includes all the standard tech and safety features, as well as the same powertrain. All 2024 Sequoias also come with Toyota’s three-year/36,000-mile comprehensive and five-year/60,000-mile powertrain warranty coverage. And, as mentioned earlier in this review, the best towing capability actually comes from the base SR5 trim.

If max towing capacity is your priority, you may also want to consider the Jeep Wagoneer. If it’s fuel economy you’re after, you might cross-shop the Sequoia against versions of the Chevy Tahoe and GMC Yukon that come equipped with the Duramax turbodiesel engine. And if cargo space is high on your list, all three of these American rivals are worth a look, as is the Nissan Armada. Of course, if you need three spacious rows, you could do better with a minivan, but we know they’re not for everyone.

Like we said, the Sequoia offers a compelling combination of strengths. Toyota’s reputation for long-term reliability furthers its appeal, and the cool factor surrounding the automaker’s trucks (and, by extension, this body-on-frame SUV) puts a bow on what then looks like a total package.