If you regularly haul heavy loads but need something with more interior room than a pickup truck there’s only one alternative,
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| Photo: Karen Tuggay, Canadian Auto Press |
a big body-on-frame sport utility vehicle. Fortunately there’s no shortage of full-size SUVs on the market, Toyota’s Sequoia being just one of five within the volume branded mainstream sector alone, and there are plenty more being sold by premium marques such as Lexus.
Still, Toyota has always had a tough time in a market that has been dominated by domestic makers. Initial U.S. sales of the previous generation looked rosy with 70,187 units delivered in 2002, but steadily tapered off over the years to the point that 2014 saw only 11,806 examples finding new owners south of the 49th. Here in Canada the Sequoia’s decade-long sales chart is skewed mostly the other way, the model arriving here in 2004 and selling a mere 562 units, yet after a few tumultuous years those numbers rose up substantially
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| Photo: Karen Tuggay, Canadian Auto Press |
before steadily ebbing to a 713 unit sales total last year. That’s pretty good for an SUV that’s getting on in years.
No doubt styling is a key ingredient to its longevity. If you like the Tundra’s rugged good looks then admiration of the Sequoia is only natural. It starts off with that big, bold, frowning chrome-clad grille that makes Toyota’s largest pickup truck look so ominous, while the Japanese brand’s familiar SUV lines extend from front to back. The fenders are tall and muscular, whereas the tail-end treatment has always been good looking and remains so into this second-generation model’s eighth year.
The Sequoia doesn’t only look big, it is. The obvious benefit is a commodious interior that’s capable of accommodating up to eight full-size passengers, not to mention
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| Photo: Karen Tuggay, Canadian Auto Press |
plenty of room for their gear in behind. Even with all seats in use there’s 540 litres (19.0 cubic feet) of cargo carrying capacity in the rear hold, and if you drop all the seats forward you can access a near minivan-like 3,400 litres (120.0 cubic feet) of load-hauling volume.
Together with its extra-large cabin the Sequoia offers most everything a large SUV owner is looking for, with an impressive payload to go along with its size, ample towing capacity, and Toyota’s legendary 4×4 capability. It’s stoked with features too. Toyota offers the Sequoia in three trims, starting with SR5, followed by Limited and capped off by the top-line Platinum version, which just happened to be my test vehicle.
The
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| Photo: Karen Tuggay, Canadian Auto Press |
base SR5 is hardly a simpleton SUV, with standard features such as leather upholstery, faux leather door trim, a leather-wrapped tilt and telescopic multifunction steering wheel with audio, cruise, and Bluetooth phone controls, an auto-dimming rearview mirror with an integrated backup camera and compass, front and rear parking sonar, a universal garage door opener, a 6.1-inch full-colour touchscreen infotainment system with advanced voice-recognition and eight-speaker AM/FM/CD/MP3/WMA/satellite capable display audio featuring auxiliary and USB inputs, plus three-zone automatic climate control with air filtration, heatable front seats with 10-way power adjustability including powered lumbar and thigh support for the driver and four-way power for the passenger, a sliding and reclining 40/20/40 split second-row bench, a 60/40 powered flat-folding third-row bench, a power-release tailgate window, keyless entry, powered heatable and foldable side mirrors, a trip computer, automatic halogen headlamps
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| Photo: Karen Tuggay, Canadian Auto Press |
with washers, fog lamps, variable intermittent wipers with a de-icer, a rear window intermittent wiper, overhead sunglass storage, a conversation mirror, a powered moonroof, cargo area tie-down rings, shopping bag hooks, a chrome grille surround, roof rails with crossbars, running boards, front and rear splashguards, 18-inch alloy wheels on 275/65R18 all-season tires, ABS-enhanced four-wheel disc brakes, electronic brake-force distribution, emergency brake assist, Toyota’s Smart Stop Technology (SST), Vehicle Stability Control (VSC), Active Traction Control (A-TRAC), and all the usual airbags as well two blockers for the driver’s and front passenger’s knees.
I know that sounds pretty loaded already, but there are two more trim levels to go. The mid-grade Sequoia Limited is even nicer with standard driver seat memory
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| Photo: Karen Tuggay, Canadian Auto Press |
affecting the seat, side mirrors and upgraded power tilt and telescopic steering column, while HVAC controls are added to the steering wheel. In front of that steering wheel is a new Optitron gauge package with a multi-information display, while the side mirrors are now power-folding and auto-dimming with reverse tilt plus turn signals and puddle lamps integrated into the mirror housings, the latter of which are now chromed as are the exterior door handles and liftgate garnish. Similarly the inner door handles get satin-silver paint and the vent knobs are chromed, but more importantly the infotainment system includes navigation plus SMS-to-speech and email-to-speech functions, while the audio system improves via four additional speakers for a total of 12. Additionally, the vanity mirrors below the visors get illumination, sunshades are added to the rear door glass, blind spot monitoring improves safety, a tonneau
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| Photo: Karen Tuggay, Canadian Auto Press |
cover protects valuable belongings, and a powered tailgate allows easier access to the cargo area. Exterior upgrades not already mentioned include a rooftop spoiler and 20-inch alloys on 275/55R20 all-seasons, while a standard tow package featuring a heavy-duty tow hitch, 4+7 pin connectors, trailer brake controller pre-wiring, a supplemental transmission cooler, and a transmission fluid temperature gauge joins up with standard trailer sway control for very capable trailering, the Sequoia rated at 3,220 kilos (7,100 lbs) in SR5 and Limited trims and 3,175 kg (7,000 lbs) in as-tested Platinum guise. All said a trailer hitch cover would be a nice way to finish this SUV’s back end off while not in tow, and oddly the Sequoia’s only factory option, a 120-volt household-style power outlet, is only available in Limited trim; it’s standard with the Platinum.
On
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| Photo: Karen Tuggay, Canadian Auto Press |
that note, my tester’s Platinum trim added the types of features expected in a premium branded SUV, such as a rich feeling leather- and wood-endowed steering wheel, woodgrain accents, perforated leather upholstery, ventilated front seats, heated second-row captain’s chairs (that reduce maximum occupancy from eight to seven), a handy second-row console box between the seats, a great sounding 14-speaker JBL Synthesis audio upgrade with a four-channel amplifier, rear-seat entertainment with a nine-inch LCD display plus a remote and two sets of wireless headphones, dynamic laser cruise control (with a button added to the steering wheel controls – a feature you’re going to fall in love with during your first long drive), a great looking set of unique 20-inch alloys, and my favourite feature, an adaptive variable front suspension.
When
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| Photo: Karen Tuggay, Canadian Auto Press |
talking about the difference between traditional truck-based SUVs and modern-day car-based crossovers a lot of people seem to think that the old-school body-on-frame utes ride like the trucks their based on, but nothing could be further from the truth. In my experience the majority of true sport utilities pamper their occupants with much more compliant rides than most crossovers, the reason being that today’s SUVs are sprung with rear coils instead of pickup-style leaf springs, just like crossovers, yet benefit from much greater wheel travel than their lighter duty counterparts. The Sequoia is just such a vehicle; its ride quality exemplary and overall comfort about as good as can be had from anything in its class.
Handling is a different issue, car-based crossovers capable of running away from most
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| Photo: Karen Tuggay, Canadian Auto Press |
truck-based utilities when the road starts to curve, but kept within check a large SUV like the Sequoia is quite pleasurable through tight serpentine corners, especially one so gifted as this adaptive variable front suspension-upgraded Sequoia Platinum. Its rack and pinion steering might not be as direct as you may be used to if you’ve driven most of your miles in a car, minivan or CUV, and fully independent double-wishbone, gas shock- and stabilizer bar-enhanced front and rear suspensions are set up primarily for comfort over performance, yet the Sequoia Platinum was still quite capable through winding backroads, just don’t go too fast.
Reeling it in might be the hard part, however, as the Sequoia’s standard DOHC, 32-valve 5.7-litre i-Force V8 featuring Dual Variable Valve Timing with intelligence (VVT-i)
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| Photo: Karen Tuggay, Canadian Auto Press |
is one beast of an engine, making 381 very smooth horsepower and 401 lb-ft of stump-pulling torque. Even at 2,721 kilos (6,000 lbs) acceleration felt strong, although I’m guessing the mellifluous sound of the mighty V8 made it seem quicker than it really was. It all feeds through an equally smooth six-speed super electronically controlled automatic transmission (Super ECT), with torque disseminated to the rear wheels unless its part-time four-wheel drive system is engaged.
Default
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| Photo: Karen Tuggay, Canadian Auto Press |
rear-wheel drive reduces fuel consumption when all-wheel traction isn’t needed, although the Sequoia’s claimed rating of 18.8 L/100km city, 14.0 highway and 16.6 combined is hardly the best in its class. Fortunately its 100-litre tank only requires regular unleaded, saving about 10 percent at the pump when compared to some luxury utes that crave premium. When the road gets slippery all it takes is a right twist of the dash-mounted rotary dial to engage 4H (four-high), ideal for much better traction in the wet, through snow, on gravel or any other type of unpredictable surface that you’ll be traveling on at regular speeds. Push that dial and then give it another turn to the right and 4L (four-low) engages, the Sequoia now employing a low gearset suitable for slow going over rougher terrain. Together with its centre differential lock, auto limited-slip rear differential, and automatic disconnecting differential, plus the aforementioned electronic driving aids (particularly VSC and A-TRAC),
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| Photo: Karen Tuggay, Canadian Auto Press |
the Sequoia is a force to be reckoned with off the beaten path. Talk to those in the know and they’ll tell you that Toyota takes 4x4ing ultra-seriously, its off-roaders made more robust to withstand the harshest conditions over the most challenging trails, resulting in greater dependability when it matters most. Standard transfer case protector plates make sure that its lowest extremities are shielded from protruding rocks, stumps or anything else that could cause damage, critically important when far away from a suitable repair shop.
After
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| Photo: Karen Tuggay, Canadian Auto Press |
nearly eight years on the road without any major updates you can imagine that the Sequoia hasn’t exactly kept up to rivals that more recently revived their full-size SUVs. Dodge redid its Durango five years ago before comprehensively updating it again in 2013, and while not as large as the Sequoia or most of its peers it’s nevertheless very impressive, whereas both General Motors, with its Chevrolet Tahoe/Suburban and GMC Yukon/Yukon XL, and Ford with its Expedition/Expedition Max, have just gone through major redesigns for 2015, the General’s utes leaving the Sequoia far behind. Regarding the Ford, I’ve got the Expedition’s premium counterpart down in my parking garage as these words are being written, and so far I’m not as impressed with the new Lincoln Navigator as I was with the Tahoe, but I’ll reserve judgment on the Expedition until it arrives next week. As for the imports, like this Sequoia the Nissan Armada has lagged behind its domestic competitors for years, although a 2015 interior update might make it more appealing (we’ll have to test one
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| Photo: Karen Tuggay, Canadian Auto Press |
out to be sure), whereas Land Rover’s LR4 deserves mention only because it seats seven, is near full-size, delivers commendable off-road capability, offers a much more upscale interior, not to mention premium-like prestige, and doesn’t cost much more than the Sequoia SR5’s $54,535 base price.
This in mind a vehicle in the mid-$50k range should include auto up/down windows all-round, not just up front, which isn’t the case for the Sequoia, while the availability of common features such as proximity-sensing access and pushbutton ignition should be included somewhere along the trim level upgrade trail, especially considering the Limited starts at $61,170 and my Platinum tester hit the road at $69,425, plus all these prices don’t include $1,690 for freight and dealer prep, pushing that last window sticker over $70k.
Instead,
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| Photo: Karen Tuggay, Canadian Auto Press |
all trims feature a rather cheap key complete with dangling fob, not what those spending this kind of money expect. Missing items in mind, the top-tier Sequoia Platinum is also devoid of a panoramic sunroof, very popular in the SUV class, as well as a host of electronic driving aids that many expect when spending within its $70,000-plus price range, such as blind spot intervention to go along with the blind spot monitoring already mentioned, lane departure warning and prevention, predictive forward collision warning, forward emergency braking, backup collision intervention, adaptive front lighting, intelligent cruise control, distance control assist, and the list goes on.
Now that I’m talking expectations of the $70k club, while the steering wheel feels great in the hands, its faux wood, plus the simulated wood on the dash, doors and gearshift lever, looks and feels really fake. On the positive the leather trim on that shifter looks and feels great, but I wish they’d trimmed out the Sequoia Platinum as
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| Photo: Karen Tuggay, Canadian Auto Press |
nicely as they’ve done up the Tundra Limited, with more satin-silver accents plus that model’s truly attractive stitched and padded leather-like trim on the dash and door uppers. The Sequoia’s dash is just hard plastic, whereas the one-piece door uppers and insets are nicely padded and the armrests, while not hard, is a less than ideal rubberized material that feels more pickup truck than high-end SUV. Likewise the remaining door and lower dash plastics are made from a harder synthetic, but all the switchgear is quite good, fairly tight and well damped, the window switches connecting through to a handy set of power-retractable rear vent windows. The design and layout of the primary controls is good too, allowing great visibility in all lighting conditions, but the infotainment system is a bit small for such a large dash and its graphics are only passable, not up to the same level of Toyota’s new Sienna, for instance, which has truly set a new benchmark for infotainment systems no matter the class or price. That model has been given an impressive
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| Photo: Karen Tuggay, Canadian Auto Press |
upgrade for this year as well, at least as good as what Toyota did with the Highlander last year, which makes me hopeful they’ll do something equally good, or possibly even better, to this flagship SUV in the near future.
After some of these comments you might think I’m not a fan of the Sequoia, but let’s not forget that it does so many things so very well that I couldn’t just dismiss it for not keeping up with its competitors in every respect. Something that’s hard to put a price on is expected dependability, the Sequoia notable for delivering above average reliability according to Consumer Reports magazine and JD Power and Associates, two of the most respected third-party analytical firms in the business. Possibly even better, the Sequoia achieved a 2015 Best Retained Value Award within the Full-Size SUV category from the Canadian Black Book, meaning that
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| Photo: Karen Tuggay, Canadian Auto Press |
it holds on to more of your hard earned money throughout its tenure. While there haven’t been any safety recalls issued from the U.S. National Highway Traffic Safety Administration (NHTSA), a good thing, it also should be noted that neither the NHTSA nor the Insurance Institute for Highway Safety (IIHS) have crash-tested the Sequoia, but then again they probably don’t need to. The big brute’s substantive mass combined with its sizable list of safety equipment should make it about as safe as anything on wheels can be.
So let’s not beat up on the Sequoia just because it’s getting old. It’s got the wheels to run with the newest and best in the business, only needing a subtle styling upgrade with de rigueur LED signature daytime running lights and a few other tweaks to make it stand out, a few more soft-touch interior upgrades, some modernized
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| Photo: Karen Tuggay, Canadian Auto Press |
electronics and maybe an eight-speed automatic to help ease its thirst for fuel, all of which would once again make it a bona fide competitor in this now more competitive full-size SUV class.
But will it last long enough to get all of these updates? According to a report in Automotive News dated July 28 2014, Toyota’s executive chief engineer for global truck and SUV lines, Motoharu Araya, insists that the Japanese brand is committed to a full lineup of body-on-frame SUVs, which would mean we should see a new third-generation Sequoia arrive on the back of the recently revised Tundra soon, possibly even later this year. Just the same, the big SUV’s corporate average fuel economy penalty is as large as its grille and adding insult to injury the Sequoia isn’t a significant
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| Photo: Karen Tuggay, Canadian Auto Press |
seller, a problem exacerbated by the extremely strong-selling Highlander that it shares production capacity with at Toyota’s Indiana plant. If they need more Highlanders it’s quite possible Sequoia production could be lowered at best, while we should never take its current availability for granted; its days may be numbered, we just don’t know.
On that note I’ve got my fingers crossed that a third-generation Sequoia is on the way soon, and that it shows everybody in Detroit just how good a large SUV can be. It already has most of the ingredients necessary to claim top spot, so getting it past the current benchmarks shouldn’t be that difficult. Let’s hope they’re as committed to this task as AN reports they are.
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