2017 Toyota Sequoia

Every 2017 Sequoia uses the same 5.7L V8; strong output for a full-size body-on-frame SUV of its era. The 2017 Sequoia was not offered as a hybrid (the i-FORCE MAX hybrid arrived with the 2023 generation), so this describes the gas V8.

Peak torque of the sole powertrain, the 5.7L V8.

Instrumented testing of the 2017 V8 put it just under seven seconds, quick for a 5,700+ lb three-row SUV.

The naturally aspirated V8 is smooth and responsive with a strong midrange, but it's coarse-sounding near redline and its thirst counts against it next to newer turbo V6 and V8 rivals.

The 6-speed automatic shifts smoothly and decisively, but it has fewer ratios than the 8- and 10-speed units in contemporary rivals, so the engine revs higher on the highway.

A tow package with hitch receiver and 7-pin connector is standard, and the max rating is strong for an SUV.

4WD is available on every trim (SR5, Limited, Platinum) and uses a Torsen limited-slip center differential with a lockable center diff and low range.

It has a body-on-frame chassis, low range and a locking center diff with about 10 in of ground clearance, but it's a big, long vehicle with no dedicated off-road trim (TRD Pro arrived only for 2020) and no rear locker.

The only engine is the 5.7L V8 with a 6-speed (flex-fuel capable on some versions), so there's no smaller engine and no hybrid.

The 2017 Sequoia's only powertrain is the 5.7L gas V8, since no hybrid was offered until the 2023 generation, so this is the V8's real EPA figure. The registry's hybrid class reflects the current-generation nameplate, not this model year.

EPA city figure for the volume 4WD V8, the same for 2WD.

EPA highway figure for the volume 4WD V8, the same for 2WD.

The 26.4-gallon tank makes up for the low economy and gives a mid-pack range.

At 14 MPG the Sequoia is among the costliest SUVs of any era to fuel.

It runs on regular unleaded, with E85 flex-fuel capability on some versions; the problem is how much fuel it uses, not which grade.

NHTSA never crash-tested the 2008–2022 second-generation Sequoia, so the 2017 model has no overall star rating — only a calculated rollover-resistance rating.

IIHS never evaluated the second-generation Sequoia in any crash test, so there is no award and no crashworthiness data — an untested design dating to 2008 that predates small-overlap engineering.

On the volume SR5/Limited trims the 2017 Sequoia has no AEB, no lane-departure warning, and no adaptive cruise; standard safety tech stops at stability control, airbags, TPMS and a backup camera. Toyota Safety Sense-P only arrived with the 2018 refresh.

No automatic emergency braking was offered on the volume trim (and no IIHS front-crash-prevention rating exists), so there is nothing to credit.

Blind Spot Monitor with Rear Cross-Traffic Alert was limited to the top Platinum trim (alert-only), absent on the volume SR5/Limited; front/rear sonar parking assist on Limited and Platinum helps at low speed.

No lane departure warning, lane keeping or lane centering on any 2017 Sequoia trim.

Volume trims have conventional cruise only; the Platinum's laser-based dynamic cruise is a high-speed-only system without stop-and-go or any steering assist.

No hands-free or even hands-on lane-centering highway assist was offered.

IIHS never rated the Sequoia's headlights; the volume trims use dated halogen projector lamps without auto high beams, so performance can't be credited above the low band.

Tall, upright greenhouse and large windows give a commanding forward view, but the huge body creates big rear blind zones with only a basic backup camera (no surround view) and BSM limited to Platinum.

A wide body with large rear doors and a roomy second row (bench or captain's chairs) makes fitting multiple car seats easy, and the independent rear suspension gives a usable third row, though anchor access is ordinary rather than exemplary.

Three rows, and the volume SR5 seats eight with a 2nd-row bench.

Toyota's published front headroom for the Sequoia is unusually low on paper. That reflects Toyota's measuring convention more than a cramped cabin, but the published figure is what we score.

Generous front legroom, typical of a full-size body-on-frame SUV.

The published second-row headroom is low on paper, again because of how Toyota measures it. In practice reviewers find the second row airy.

The second row is very roomy, and the third row's 35.1 in is also strong for the era.

The independent rear suspension allows a low floor, so the third row seats adults better than a Tahoe/Suburban-era solid-axle rival. It reclines and power-folds on upper trims, though getting in past the 2nd-row bench takes some climbing.

There is a lot of space behind the second row with the third row folded, though only 18.9 cu ft with all three rows in use.

Maximum cargo space is among the largest of any SUV, and it takes items up to 11 ft long.

A large center console, fold-flat 2nd and 3rd rows and a power rear window in the liftgate are practical. Otherwise storage is conventional and the cargo floor is high.

The front seats are broad and comfortable, and the second row is roomy with a slide and recline. The seats are flat and lack side support, and the SR5 has fewer adjustments.

The four-wheel independent suspension gives a soft ride that absorbs bumps well, but the body floats and bobs over undulations, as usual for body-on-frame SUVs. The Platinum's air suspension and adaptive dampers help.

It's reasonably hushed at a cruise, but wind noise around the upright body and the V8's roar under load are noticeable next to newer rivals.

Tri-zone automatic climate with rear controls is standard. Heated front seats start at the Limited, while ventilated fronts and heated 2nd-row seats are Platinum-only. There's no heated steering wheel and no remote start.

The 2017 Sequoia is a carry-over year late in the second generation (2008–2022). Only the 5.7L V8 was offered, with no hybrid until the 2023 redesign, and even the entry SR5 2WD sits near the top of the SUV price band.

Sequoia buyers mostly chose four-wheel drive, and the SR5 4WD was the volume configuration. It priced a little above a base Tahoe LS 4WD but came with a 381-hp V8 and a fully independent rear suspension as standard.

The 3UR-FE 5.7L V8 and 6-speed automatic are a proven, low-repair Toyota drivetrain. Full-size consumables (8-qt oil changes, 18–20 in tires, brakes on a 5,700-lb SUV) still cost more than a mid-size SUV, and the optional rear air suspension is a known big-ticket item as the vehicle ages.

Toyota body-on-frame SUVs hold value better than almost anything else in the segment, and the Sequoia's long-lived V8 kept used demand high despite its age. A 2017 bought new reached year 5 in 2022, during the used-vehicle price spike, which flatters the realized figure.

Toyota's standard basic coverage, at the bottom of the 3–5 year band and level with the domestic full-size rivals.

Toyota's standard powertrain term, at the floor of the band. The 2017 Sequoia had no hybrid components, so there is no extended hybrid-system coverage.

ToyotaCare includes 2 years / 25,000 miles of no-cost scheduled maintenance plus 2 years of unlimited-mileage roadside assistance, a real multi-year program. The mileage cap is thin for a full-size SUV, and the only connected-service perk in 2017 was a Safety Connect trial on upper trims.

$49,880 volume-trim price minus its estimated resale value after 5 years (64% retained, or about $31,923) leaves about $17,957 in depreciation. Add the projected $4,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,857 in total.

2017 is the tenth year of the second-generation (2008–2022) Sequoia, a carry-over year on a thoroughly debugged Tundra-based platform, and it was consistently rated above average for predicted reliability. Note: the registry marks this nameplate as hybrid, but the 2017 Sequoia was offered only with the 5.7L i-FORCE V8 (no hybrid existed until the 2023 generation), so this scores the real 2017 configuration (SR5 5.7L V8, 6-speed automatic).

In 2017 Toyota was the top mainstream brand for dependability, ranked behind only Lexus in Consumer Reports' brand reliability survey and top-three in J.D. Power's Vehicle Dependability Study.

The 2017 model year has a very light recall record: one regional accessory lug-nut campaign and two campaigns for defective replacement power-steering gear service parts that affect only vehicles repaired with those parts; it avoided the 2018–2020 fuel-pump and airbag-software campaigns. The generation's known TSB-level issue (3UR-FE secondary air injection pump/valve failures, mostly on earlier years) keeps it off the very top.

The 3UR-FE 5.7L V8 and Aisin AB60 6-speed automatic, shared with the Tundra and Land Cruiser family, are among the most proven high-mileage powertrains of their era, with 250,000–300,000+ mile examples common; the secondary air injection pump is the notable (expensive but non-catastrophic) weak point.

By 2017 the cabin was nearly a decade old and widely criticized for expanses of hard plastic and dated design relative to a ~$48k–$66k price, behind the Tahoe/Expedition rivals' refreshed interiors; it is durable but not rich.

Late in a long production run at TMMI the assembly is consistent with few build-quality complaints, though reviewers note a dated, truck-like cabin and some body-on-frame wind/rattle character rather than tight luxury-grade assembly.

Toyota's roughly 1,200+ US dealers make service available nearly everywhere, and Toyota service satisfaction tracks around or above the mass-market average.

Heavy mechanical commonality with the high-volume Tundra keeps parts plentiful and the aftermarket deep, though V8/4WD full-size repairs (e.g. secondary air injection components) are pricier than a typical crossover.

Every 2017 grade uses a small 6.1-in Entune touchscreen, tiny for a full-size SUV even in 2017.

Entune is simple and keeps physical knobs, but the small low-resolution screen, slow responses and dated graphics were widely criticized by 2017.

Neither Apple CarPlay nor Android Auto was offered, wired or wireless. Toyota added CarPlay to the Sequoia only for 2020.

Command-style voice recognition and Entune navigation on the Limited and Platinum are functional but clunky. The SR5 relies on Scout GPS Link via the phone.

The 8-speaker base system is adequate. The Limited's 14-speaker setup and the Platinum's JBL system are solid, if not class-leading.

Analog Optitron gauges with a small monochrome-style multi-information display. No digital cluster is offered.

No over-the-air updates of any kind. Map and software updates need a dealer visit or USB.

The Entune App Suite streams apps through the phone but offers no remote start, lock or locate. There is no connected-services app for the vehicle.

There's a single USB-A port up front plus 12V outlets throughout. No USB-C and no wireless charging.

Remote keyless entry is standard. Smart-key proximity entry with push-button start is limited to upper trims, there's no factory remote start, and there's no hands-free liftgate (a power liftgate is Limited and up).

A low-resolution rear camera is standard, front and rear sonar start at the Limited, and blind-spot monitoring is Platinum-only. No surround-view camera is offered.

No head-up display was offered on any 2017 Sequoia.

Big rear doors, a roomy eight-seat layout and an adult-capable third row make family logistics easy. The high step-in, the tall load floor for strollers and the limited 18.9 cu ft behind the third row are the compromises.

There are no full NHTSA crash ratings or IIHS tests, and the 2017 model has no automatic emergency braking or lane-departure tech on any trim (Toyota Safety Sense arrived for 2018). Blind-spot monitoring is Platinum-only.

Three genuinely usable rows, tri-zone climate with rear controls and an available Blu-ray rear entertainment system suit long family trips. With all seats filled, luggage room behind the third row is modest.

The V8 delivers smooth, easy power and a commanding view, but the 5,700+ lb bulk, slow steering and dated cabin tech make it tiring in daily traffic.

At 13/17/14 MPG (4WD) on regular fuel it is among the thirstiest SUVs to commute in. Note that the 2017 model is a gas V8 only; the hybrid powertrain did not exist until the 2023 generation.

It's a 205-in-long full-size SUV with a 38.1-ft turning circle. The SR5 has only a low-resolution rear camera and no parking sensors, which start at the Limited.

A standard tow package and up to a 7,400-lb rating from the 381-hp V8, plus 120 cu ft of cargo space, make it a capable hauler. Payload is ordinary for its size.

It rides on a Tundra-derived body-on-frame chassis with the long-proven 3UR-FE V8, and both have a strong high-mileage reputation.

It has a factory hitch and 7-pin wiring, roof rails, cargo tie-downs and a power rear window for long items. There's no onboard power system and no meaningful upfit ecosystem.

It has a comfortable ride and roomy seats, but there's no adaptive cruise or lane assist in 2017, wind and engine noise are noticeable, and range is about 370 miles despite the 26.4-gal tank.

4WD with low range and a locking center diff, about 10 in of clearance and a 7,400-lb tow rating handle trailers, boats and rough trails. Its size and the lack of a dedicated off-road trim in 2017 limit it.

Huge fold-flat space of 120.1 cu ft takes 11-ft items, there's an available power-folding third row, and roof rails plus a standard hitch help. The load floor is high.

The independent suspension keeps it secure, but there's pronounced body roll and the weight is obvious in corners. The Platinum's adaptive dampers tighten it only modestly.

The hydraulic steering is light and slow, with vague on-center feel. It's easy at parking speeds but uninvolving.

Four-wheel discs stop it adequately for its size, but the pedal is soft and stopping distances are long by modern standards.

The naturally aspirated V8 responds smoothly and strongly, with no turbo lag and no stop/start, and the 6-speed shifts cleanly. Its few ratios mean occasional busy kickdowns.

The V8 has a pleasant muscular note and is well isolated at cruise, but it becomes loud under hard acceleration.

A reasonable turning circle for a full-size, body-on-frame SUV.

You get a commanding high seat and large, simple controls, but there's no telescoping adjustment on lower trims, some center-stack controls are a reach, and the tall step-in makes getting in harder.

The V8's shove and sound add some character, but the floaty, heavy dynamics make it a transport tool rather than a fun drive.

The SR5 came standard with the 381-hp 5.7L V8, tri-zone climate, a backup camera, 18-in alloys, a power-down rear window and 8 seats, but the equipment was dated. It had a 6.1-in Entune screen, cloth seats and no forward-collision or lane-departure tech (Toyota Safety Sense-P only arrived for 2018), while 2017 Tahoe and Expedition buyers could get those features.

A big V8, an independent rear suspension and a genuinely adult-sized third row for about $46.7k–$49.9k is fair value. Against that, 14 MPG, an aging cabin and the missing active-safety tech make it less compelling than a Tahoe or the redesigned 2018 Expedition at similar money.

There were three trims (SR5, Limited, Platinum), each with 2WD or 4WD, but only one engine, no extended-length body and no sport or off-road trim (the TRD Sport arrived for 2018). That is a narrow ladder next to GM's Tahoe/Suburban/Yukon spread.

About 12,000 units a year and falling, a small fraction of the Tahoe's roughly 100,000. The Sequoia was a niche player in the full-size segment.

Toyota's reputation for durability carries the Sequoia's residuals and loyal following, though it lacks the domestic full-size brands' cachet in this segment.

As a slow-selling, late-cycle model, the Sequoia regularly carried regional cash-back and subsidized APR offers, and dealers would negotiate off sticker.

2017 was the tenth model year of a generation launched for 2008, a carry-over year with no meaningful changes. The 2018 refresh added Toyota Safety Sense-P and a new front end, so a 2017 buyer got the oldest version of an already-old design.

Reviewers praised the V8, the roomy third row and Toyota's reliability, but routinely ranked it near the bottom of the full-size class for its outdated interior, tech and fuel economy. It won no major awards.