2018 Toyota Sequoia

The 2018 Sequoia is a carry-over year of the 2008–2022 second generation; the 3UR-FE 5.7L V8 is the sole powertrain. NOTE: no hybrid existed in 2018 (the i-FORCE MAX hybrid arrived with the 2023 third generation), so this scorecard describes the gas V8.

Strong naturally aspirated V8 torque for its era, well suited to the 5,700+ lb curb weight and towing.

Respectable for a three-row body-on-frame SUV of its size, though not quick by broader SUV standards.

The 5.7L V8 is smooth, sounds good and pulls strongly with linear, lag-free delivery; it only loses ground to newer rivals on thirst rather than on refinement.

The 6-speed automatic shifts smoothly and decisively, but two to four fewer gears than 2018 rivals (Tahoe 8-/10-speed, Expedition 10-speed) leave wider gaps and higher cruising revs.

Near the top of the SUV band; tow package with hitch receiver and transmission cooler is standard.

4WD is available on every trim (SR5, TRD Sport, Limited, Platinum) and is a genuine full-time system with a lockable Torsen center differential and a two-speed transfer case with low range.

Body-on-frame construction, low range, A-TRAC and roughly 9.6–10 in of clearance give real light-duty capability, but 2018 had no dedicated off-road trim (TRD Pro arrived for 2020) and the new TRD Sport is street-tuned; its long wheelbase limits breakover.

A single 5.7L V8 with one 6-speed automatic, in RWD or 4WD — no V6, diesel, flex-fuel or electrified option in 2018.

The 2018 Sequoia is gas-only (5.7L V8) — there was no hybrid until the 2023 redesign — so this is the gas figure for the volume 4WD configuration. It is among the thirstiest SUVs of its year.

13 MPG city is below the bottom of the SUV band; no start-stop or electrification of any kind.

The old 6-speed and large V8 keep highway economy well below 2018 full-size rivals (Tahoe/Expedition ~22–24 MPG hwy).

The large 26.4-gallon tank partly offsets the poor economy, giving a usable but unremarkable range.

EPA's published annual fuel cost at its current fuel-price assumption — off the top of the SUV band.

Runs on regular 87-octane unleaded on every trim; nothing to plug in. No flex-fuel option for 2018 (the Sequoia's FFV version was dropped earlier).

NHTSA never crash-tested the second-generation Sequoia (2008–2022) under the 5-Star program, so the 2018 has no overall rating. The framework scores that as 0.

IIHS never crash-tested the 2008–2022 Sequoia, so there are no crashworthiness results and no award. The platform dates from 2008 and predates the small-overlap test, which is a known concern for a body-on-frame design that was never verified against it.

With the 2018 refresh, TSS-P became standard on every grade (SR5, TRD Sport, Limited, Platinum). That brings AEB with pedestrian detection, lane departure alert, radar cruise and auto high beams, plus standard BSM and RCTA. The suite is broad, but lane departure is warning-only with no lane keeping or steering assist.

IIHS never tested the Sequoia's front crash prevention. Its TSS-P Pre-Collision System has daytime pedestrian detection, but this first-generation camera-plus-radar system has no nighttime or cyclist capability.

BSM and RCTA are standard on all trims for 2018. Both are alert-only, with no active steering or braking intervention, no rear cross-traffic braking and no safe-exit alert.

Only Lane Departure Alert with a sway warning is fitted. It gives audible/visual warnings and has no steering assist and no lane centering.

Dynamic Radar Cruise Control is standard. Toyota describes it as having full-stop capability, but it has no lane centering, so there is no combined highway assist. Reviews of this era's body-on-frame TSS-P cruise describe it as functional but basic.

There is no hands-free driving system on any 2018 Sequoia trim.

IIHS never rated the Sequoia's headlights. The 2018 refresh brought redesigned LED headlights, and Automatic High Beams are standard via TSS-P. With no test data, the score sits near the low band.

The tall, upright greenhouse and commanding seating give good forward and side sightlines. The sheer size, thick rear pillars and a rear camera shown on only a 6.1-in screen (no 360 view) leave blind zones. Front and rear sonar help.

The Sequoia has a very wide second row with large rear doors and LATCH positions across two rows, so several car seats fit without trouble. The aging design's anchors sit in the seat bight rather than in easy-access mounts.

The SR5 and Limited volume trims seat eight on a sliding 40/20/40 second-row bench; captain's chairs cut it to seven.

A power tilt/slide moonroof is standard on every 2018 Sequoia, so the published 34.8 in is the only figure a buyer gets; Toyota's measurement of this generation runs low against rivals' published numbers, though the cabin is not cramped in practice.

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

Published second-row headroom sits below the SUV band, again reflecting Toyota's conservative measurement with the standard moonroof rather than a genuinely low roof.

Very roomy second row that slides 5.9 in fore/aft to trade space with the third row.

Independent rear suspension gives a low, flat third-row floor with about 35 in of legroom and a reclining 60/40 seat — genuinely adult-tolerable — though entry means a high step-in past a one-touch slide second row, and power fold is Limited and up.

Large cargo hold with the third row folded, although only 18.9 cu ft with all seats up trails extended-length rivals like the Suburban/Expedition MAX.

One of the largest maximum cargo volumes of any regular-length SUV.

Large center console bin and door pockets plus a power-down rear liftgate window (handy for long items) and a fold-flat cargo floor; no standout innovations or onboard power beyond the outlets of its era.

Broad, supportive front seats and a roomy sliding second row; adjustment is basic on the SR5 (8-way driver) and seats are flatter than newer rivals'.

Four-wheel independent suspension makes it more settled than a solid-axle truck, but reviewers still note truck-like bounce over uneven city pavement on the volume trims; only the Platinum gets air suspension and adaptive dampers.

Reasonably hushed at cruise with a muted V8, but wind noise around the tall, upright body and some road noise from the large tires keep it average for the class.

Tri-zone automatic climate with rear controls is standard, heated front seats come on the Limited, but ventilated fronts and heated second row are Platinum-only and no heated steering wheel or remote pre-conditioning is offered.

The 2018 Sequoia (second generation, 2008–2022; gas-only 5.7L V8 — the scored 'hybrid' class reflects the 2023+ nameplate, no hybrid existed in 2018) opened just under $50k delivered, roughly level with a base 2018 Tahoe LS and below the redesigned 2018 Expedition XLT.

Full-size SUV buyers skew to 4WD and the mid/upper trim; the Limited 4x4 is taken as the volume configuration, consistent with this dataset's other Sequoia years. Priced near the top of the SUV band.

The 3UR-FE 5.7L V8 and 6-speed automatic are a long-proven, low-failure Toyota powertrain, but full-size consumables (8+ qt oil, large tires, brakes on a 5,700+ lb SUV) cost more than a mid-size Toyota. Estimate sits between CarEdge's model-wide maintenance figure and typical industry class data for V8 full-size SUVs.

The second-generation Sequoia is one of the strongest-holding full-size SUVs on Toyota's durability reputation and low supply; 2018s hit their 5-year mark in the 2023 used-car spike, which further propped values. Ahead of Tahoe/Expedition and well ahead of the Armada.

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, the floor of the 5–10 year band; no hybrid components on the 2018 V8, so no extended hybrid coverage applies.

ToyotaCare covers 2 years / 25,000 miles of factory-scheduled maintenance plus 2 years unlimited-mileage roadside assistance — real included maintenance, but short for a full-size SUV. Connected-service trials were limited on the 2018-era Entune system, and it offered no concierge perks like luxury rivals.

$61,315 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $38,015) leaves about $23,300 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,300 in total.

The 2018 Sequoia (late 2nd generation, 2008–2022; 2018 was a mild refresh adding standard Toyota Safety Sense-P, LED headlights and a TRD Sport trim) is a long-running carry-over platform with consistently above-average reliability ratings. Few owner complaints are on file, mostly minor electrical faults (e.g. blind-spot monitor failures).

Toyota has been a consistent top-tier brand in Consumer Reports brand reliability rankings and above industry average in J.D. Power VDS throughout the 2010s and 2020s.

Five NHTSA recalls for MY2018, including a power-steering gear leak campaign spanning 2008–2022 Sequoias and the industry-wide Denso low-pressure fuel pump campaign; typical activity for a high-volume Toyota of this era, nothing unique to the Sequoia's core design.

The 2018 Sequoia was offered only with the 5.7L 3UR-FE i-FORCE V8 and 6-speed automatic (no hybrid existed until the 2023 third generation, so the registry's hybrid class does not describe this year) — a powertrain shared with the Tundra/Land Cruiser family and well known for 300,000+ mile service lives.

By 2018 the cabin was a decade old, with abundant hard plastics and dated design that reviewers criticized against the newer Tahoe/Expedition and Armada, though Platinum trims add better leather.

Built in Princeton, Indiana on a mature, long-running line; assembly is generally solid with few rattle or panel complaints, though the old design shows some cabin squeaks with age.

Toyota has one of the densest US dealer networks (~1,200+ dealers) with solid service-satisfaction results.

Shares much of its drivetrain and chassis with the high-volume Tundra, so parts are plentiful with a large aftermarket; full-size V8/4WD hardware keeps individual repair bills above compact-SUV levels.

Even the Limited and Platinum keep the 6.1-in screen, small for the class in 2018 and well below current norms.

First-generation Entune is simple with physical knobs, but its small, dated screen, slow app-suite reliance and clunky menus drew consistent criticism.

Neither Apple CarPlay nor Android Auto is offered in any form for 2018 (CarPlay/Android Auto arrived on the Sequoia for 2020).

SR5 relies on phone-based Scout GPS Link; integrated navigation and basic command-style voice control arrive on Limited/Platinum and feel dated.

Base 8-speaker system is ordinary; the JBL Synthesis system (standard Platinum, $1,250 package on Limited) is a solid premium upgrade.

Analog Optitron gauges with a small 4.2-in TFT multi-information display between them; no configurable digital cluster.

No over-the-air software updates; map and system updates require a dealer or USB.

The Entune App Suite streams phone apps into the head unit, but there is no remote start, remote lock or vehicle-locate app on the 2018 Sequoia.

A single front USB-A media port plus 12V outlets; no USB-C, no wireless charging pad, and only limited rear-row charging.

A conventional keyed ignition on the volume trims and no factory remote start or hands-free liftgate; the Limited+ power liftgate and power rear window are the main conveniences.

Rearview camera and front/rear sonar parking assist are standard, but the camera displays on the small 6.1-in screen and no surround-view camera is offered.

No head-up display is offered on any 2018 trim.

Huge second row with a sliding 40/20/40 bench, one-touch third-row access and a flat floor make family logistics easy, though the high step-in is awkward for small kids and the 18.9 cu ft behind the third row is tight for strollers with all seats up.

For 2018 every trim gained Toyota Safety Sense-P (AEB with pedestrian detection, lane departure alert, radar cruise, auto high beams) plus standard blind-spot monitor and rear cross-traffic alert — strong standard ADAS — but the aging platform's crash results are not class-leading.

Tri-zone climate, roomy rows and big cargo with the third row folded suit long trips; the Blu-ray rear entertainment is Platinum-only and thirsty fuel use means frequent stops.

Smooth V8 and radar cruise help, but its bulk, truck-like ride over city bumps and high step-in make it tiring as a daily commuter.

At roughly 13–14 MPG city/combined, the Sequoia is among the most expensive vehicles in the segment per commuting mile.

A 205-in-long, nearly 6,000-lb SUV is a handful in tight lots; a 38.1-ft turning circle and standard front/rear sonar plus rear camera help, but there is no surround-view camera.

7,400-lb towing with a standard tow package, frame-mounted hitch, Tow/Haul mode and trailer sway control, backed by a torquey V8 — a capable tow vehicle, if short of the Expedition's 9,300 lbs.

Body-on-frame Tundra-derived chassis and the long-proven 3UR-FE V8 have an excellent reputation for longevity under hard use.

Standard roof rack, tow package and a power rear window help, but it is a family hauler with carpeted cargo floor and no meaningful onboard power or upfit ecosystem.

Comfortable, quiet-enough highway cruiser with standard radar cruise, but the 26.4-gal tank at ~14–17 MPG yields only ~370–450 miles and the 6-speed cruises at higher revs.

Available full-time 4WD with low range and a locking center diff, ~10 in of clearance, 7,400-lb towing for campers and boats and a roof rack make it a real adventure enabler, though its length limits tight trails.

120.1 cu ft maximum, an 11-ft maximum object length, fold-flat second and third rows, standard roof rack and hitch make it an exceptional gear hauler.

Independent rear suspension keeps it settled, but considerable body roll and nearly 6,000 lb of mass make it ponderous; the new TRD Sport's Bilstein shocks and stiffer bars tighten it somewhat.

Light, slow hydraulic steering with little feedback — easy at parking speeds but vague on the highway.

Large four-wheel vented discs with four-piston front calipers give adequate stopping power for the weight, though the pedal is soft and stops are long by modern standards.

The 381-hp 5.7L V8 is smooth and strong with 90% of peak torque from 2,200 rpm, and the 6-speed shifts cleanly; fewer ratios than rivals mean wider gaps but no driveline roughness.

A pleasant, muted V8 burble at cruise that grows louder but not coarse under hard acceleration; little vibration through the controls.

Surprisingly tight for a full-size SUV, mid-band among all SUVs.

Commanding high seat and big physical knobs are easy to use, but the dash is spread wide with some long reaches, there is a high step-in, and adjustment is basic below the Platinum.

The V8's muscle and sound add character, but it is a big, soft, old-school truck-based SUV that nobody drives for enjoyment.

For 2018 Toyota made Toyota Safety Sense-P standard on every Sequoia (pre-collision with pedestrian detection, dynamic radar cruise, lane departure alert, auto high beams) — ahead of a base Tahoe, which lacked standard AEB. Offsetting that, the SR5 kept an old 6.1-in Entune unit with no Apple CarPlay/Android Auto and cloth seats at nearly $50k.

A strong 381-hp V8, 7,000+ lb towing, independent rear suspension and roomy third row are fair content for the price, but 14 MPG combined, an aging interior and dated tech make it a weaker buy than the all-new 2018 Expedition or the Tahoe at similar money. Strong resale partly redeems it.

Four trims (SR5, new TRD Sport, Limited, Platinum) each in 4x2 or 4x4, bench or captain's chairs — a reasonable spread, but one engine, one body length (no long-wheelbase answer to Suburban/Expedition MAX) and little option flexibility.

The Sequoia sold only around 12,000 units a year in the US late in its second generation, a fraction of the Tahoe (~100k), Suburban or Expedition — a niche, flat-to-declining seller.

Toyota's durability reputation is a genuine draw for body-on-frame buyers and underpins the Sequoia's resale strength, though it carries no luxury cachet against Yukon Denali or Navigator buyers.

As an aging, slow-selling model the 2018 Sequoia drew periodic Toyota incentives — reduced-APR financing and cash allowances of a few thousand dollars — without fire-sale pricing; Toyota's resale strength kept discounts moderate.

2018 was the 11th model year of a generation launched for 2008; the 2018 update was cosmetic plus TSS-P. Rivals were newly redesigned (Expedition 2018, Armada 2017), leaving the Sequoia the oldest design in the segment.

Reviewers praised its V8, roominess and durability but consistently ranked it near the bottom of large-SUV rankings for dated interior, tech and fuel economy; no major awards.