2019 Toyota Sequoia

The 2019 Sequoia is a carry-over year of the second generation (2008–2022) and uses the 5.7L 3UR-FE V8 as its only engine. The i-FORCE MAX hybrid the registry lists did not arrive until the 2023 redesign, so this scores the V8.

Strong torque for a 2019 full-size SUV, on par with the Tahoe's 5.3L V8 (383 lb-ft) and a bit ahead of it, though peak arrives higher in the rev range than a turbo rival's.

Quick for a 5,700–6,000-lb body-on-frame SUV, helped by the big V8, but slower than turbocharged and newer full-size rivals.

The naturally aspirated 5.7L V8 is smooth and responsive with no turbo lag and a satisfying sound, widely praised by reviewers; it docks points only for being thirsty and loud at high revs in a decade-old platform.

The 6-speed automatic shifts smoothly and reliably but has fewer ratios than the 8- and 10-speed units in rivals, leaving wider gaps and more downshifting on grades.

Standard tow hitch receiver and V8 give the Sequoia solid towing for its class, though it trails the 2019 Expedition (9,300 lbs) and Tahoe (8,600 lbs).

Full-time 4WD with a Torsen limited-slip center differential, center-diff lock and low-range transfer case is available on every trim (SR5, TRD Sport, Limited, Platinum).

Body-on-frame construction, low range and roughly 9.6–10 in of ground clearance make it trail-capable, but in 2019 there was no TRD Pro (that returned for 2020), no rear locker and only the street-focused TRD Sport trim.

One engine and one transmission across the entire lineup — the 5.7L V8 with 6-speed automatic — with no hybrid, diesel or alternative option in 2019.

The 2019 Sequoia is gas-only — the 5.7L V8 was the sole powertrain until the 2023 i-FORCE MAX hybrid redesign — so these are V8 figures, among the worst of any 2019 SUV. Scored on 4WD as the representative configuration.

13 MPG city is below the bottom of the SUV band; there is no electrification to help in stop-and-go driving.

The 6-speed automatic and large V8 limit highway economy to 17 MPG, behind 2019 Tahoe and Expedition rivals at 22–23 MPG.

A large 26.4-gallon tank partly offsets the poor economy, giving roughly 370 miles per fill in 4WD form.

At 14 MPG the Sequoia burns about 1,070 gallons over the EPA's 15,000-mile assumption, past the top of the SUV cost band at any reasonable fuel price.

Runs on 87-octane regular unleaded on every trim, with no premium requirement; no flex-fuel or alternative-fuel option.

NHTSA never crash-tested the second-generation (2008–2022) Sequoia under the current NCAP program; only a static rollover rating exists, so the overall rating is 0 per the item definition.

IIHS never evaluated the 2008-era Sequoia, so it has no award and no crashworthiness results. Its body-on-frame structure dates from before the small-overlap tests and was never validated against them. That fits the guidance's 'untested with known concerns' band.

Every grade has AEB with pedestrian detection, adaptive cruise, blind-spot monitoring and rear cross-traffic alert as standard. The one gap is lane keeping, which is a departure warning only, with no steering assist.

AEB with daytime pedestrian detection is standard, but IIHS never tested this Sequoia's front crash prevention. First-generation TSS-P also has no nighttime or cyclist detection.

Blind-spot monitoring and rear cross-traffic alert are standard on every grade, but both only warn. There is no automatic braking for rear cross traffic, no safe-exit alert, and no blind-spot coverage that accounts for a trailer.

Lane Departure Alert with Sway Warning only warns the driver. There is no steering-assist lane keeping and no lane centering on any grade.

Radar adaptive cruise is standard, and Toyota says it works down to a full stop. With no lane centering it cannot combine into a highway-assist function, so it is plain adaptive cruise.

No hands-free or lane-centering system was offered on any 2019 Sequoia grade.

LED headlights and automatic high beams are standard after the 2018 refresh. IIHS never rated this model's headlights, so the score is held mid-band.

The high seating position and large, upright glass give good forward and side sightlines. But it is a very long, wide body with only a basic rear camera, and no 360-degree view is available. Parking sonar is limited to the upper grades.

Seats up to eight, with a wide second-row bench or captain's chairs and large rear doors that make fitting multiple car seats easy. LATCH anchors are mainly in the two outboard second-row positions, and third-row access requires climbing up into a tall vehicle.

Seats up to eight across three rows. Second-generation (2008–2022) carry-over year with the 5.7L V8. The i-FORCE MAX hybrid in the registry did not arrive until the 2023 redesign, so these figures describe the V8 truck.

Toyota's published front headroom is low for a full-size SUV because a power moonroof is standard on every grade and Toyota publishes no figure without one.

Plenty of front legroom, in line with other body-on-frame full-size SUVs.

The published second-row headroom is low on paper, also with the moonroof fitted, though reviewers don't call it cramped in practice.

Toyota describes the second row as full-size-sedan-like. It is one of the roomiest second rows in the segment.

The independent rear suspension allows a low floor and 35.1 in of third-row legroom, which adults can use on medium trips, and the third row reclines and folds flat. The 34.5 in of headroom and the high step-in keep it below the best adult-usable third rows.

Very large cargo area behind the second row with the third row folded flat.

Class-leading maximum volume for its era. It holds objects up to 11 ft long.

Large center console, door pockets and a power-down rear window in the liftgate are useful, and a 120V outlet comes on upper trims. There is no novel storage solution, and the interior design is a decade old.

Wide, supportive front seats and a roomy second row make it comfortable over long trips. Reviewers note flat cushions and limited adjustment versus newer rivals, and the SR5 has cloth seats without heating.

Independent rear suspension (and air suspension on the Platinum) gives a smoother ride than solid-axle rivals of the era, but the body-on-frame chassis still floats and shudders over broken pavement.

Road noise is generally well damped, but there is noticeable wind noise around the big mirrors and boxy body, and the V8 is loud at full throttle.

Tri-zone automatic climate control is standard. Heated front seats arrive on the Limited, and ventilated front plus heated second-row seats only on the Platinum. A heated steering wheel and factory remote start are not offered.

The 2019 Sequoia is a late carry-over year of the second generation (2008–2022), sold only with the 5.7L V8, and its cheapest version still starts above $50,000 delivered. That puts it at the expensive end of the SUV band, though roughly level with a base Tahoe/Expedition of the time.

Limited 4x4 is used as the representative volume configuration, consistent with how other Sequoia years are scored in this dataset. Full-size SUV buyers lean heavily toward four-wheel drive and mid-to-upper trims. At about $62,000 delivered, it sits near the top of the SUV band.

Edmunds projects heavy upkeep costs for the V8 full-size Sequoia. It needs big tires, big brakes and large fluid capacities, and the 4WD system and timing-belt service push costs up, which puts it past the top of the SUV band. CarEdge's generic Sequoia estimate is far lower, but Edmunds gives a trim-specific breakdown for this model year, so it is the source used here.

The Sequoia's reputation for durability and low supply keep its residuals among the best of any full-size SUV, despite the dated design and poor fuel economy. Edmunds' Limited 4WD depreciation figure (about $23,100 on a ~$62,000 vehicle) and CarEdge's 37% five-year depreciation agree on roughly 63% retention.

Toyota's standard 3-year/36,000-mile basic coverage, at the floor of the band. It matches GM and Ford full-size SUVs and trails Nissan's 5-year coverage on the Armada.

Toyota's standard 5-year/60,000-mile powertrain coverage, at the floor of the band. The 2019 Sequoia is V8-only, so the hybrid-component and battery coverage that later Sequoias get does not apply.

ToyotaCare covers 2 years / 25,000 miles of factory-scheduled maintenance plus 2 years of unlimited-mileage roadside assistance. That is a real multi-year included-maintenance program, but the mileage cap is thin for a family full-size SUV, and the 2019 car offers few connected-service perks beyond Safety Connect trials on upper trims.

$62,065 volume-trim price minus its estimated resale value after 5 years (63% retained, or about $39,101) leaves about $22,964 in depreciation. Add the projected $11,539 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $34,503 in total.

2019 is the twelfth year of the second-generation (2008–2022) Sequoia, a carry-over year (the TRD Sport trim was the main addition) 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 2019 Sequoia was offered only with the 5.7L i-FORCE V8 (the i-FORCE MAX hybrid arrived with the 2023 third generation), so this scores the real 2019 configuration (SR5 5.7L V8, 6-speed automatic).

Around 2019 Toyota was one of the top mainstream brands for dependability, ranking top-three in Consumer Reports' brand reliability survey behind Lexus and Mazda and near the top of J.D. Power's Vehicle Dependability Study.

MY2019 picked up a heavier recall load than earlier years of the generation: the fleet-wide Denso low-pressure fuel pump campaign (stall risk), an airbag ECU software recall, and the 2008–2022 power steering gear leak campaign, plus a regional label campaign. All were remedied by part or software replacement and none was a Do-Not-Drive, so this is typical rather than systemic activity, but it sits below the cleaner 2017 record.

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+ mile examples common; the secondary air injection pump is the known (expensive but non-catastrophic) weak point, and the 2019 car additionally needed the recalled fuel pump replaced.

By 2019 the cabin was over a decade old and widely criticized for hard plastics and dated design against a ~$50k–$68k price, falling further behind the all-new 2018 Expedition and the Tahoe; durable but not rich.

Late in a long production run at TMMI the assembly is consistent with few build-quality complaints, though the cabin is dated and truck-like with some body-on-frame wind and 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) cost more than a typical crossover's.

A small 6.1-inch screen, well behind rivals of its year. Toyota's larger head unit with CarPlay arrived for 2020.

Entune 3.0 on a small screen is dated and slow, and phone connection is unreliable. Physical knobs help, but reviewers call technology a key weakness.

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

Built-in navigation comes only on Limited/Platinum via Entune 3.0 Premium. Lower trims rely on the Scout GPS Link app. Voice control is basic command-based.

The base 8-speaker system is adequate. The JBL premium system on Limited/Platinum is a solid upgrade, but not class-leading.

Analog Optitron gauges with a small multi-information display. No digital cluster is offered on any trim.

There are no over-the-air vehicle or infotainment updates. Map updates need a dealer or USB.

Entune App Suite Connect provides streaming apps through the phone, but there is no app-based remote start, lock or locate on the 2019 model.

USB-A ports only, with no USB-C or wireless charging. A 120V outlet is available on upper trims.

Smart Key with push-button start comes only on upper trims. The volume SR5 uses a conventional key, factory remote start isn't offered, and the SR5 has no power liftgate.

A backup camera is standard and parking sonar comes on upper trims. No surround-view camera or parking automation is offered, and the image appears on a small 6.1-inch screen.

No head-up display is offered on any 2019 Sequoia trim.

Eight seats, a huge cargo area and wide rear doors suit family duty well. Step-in height is high for small kids, and the SR5 lacks a power liftgate.

Toyota Safety Sense P (automatic braking with pedestrian detection, lane departure alert, adaptive cruise, auto high beams) plus blind-spot monitoring and rear cross-traffic alert are standard on every trim. There is no IIHS evaluation, and the body-on-frame design dates from 2008.

Roomy in all three rows, with tri-zone climate and a usable third row. Rear-seat entertainment is available on upper trims, but device charging and rear tech are thin.

The V8 is smooth with easy throttle response, but the truck's size, weight and soft body control make city traffic a chore.

About 14–15 MPG combined from the V8 (scored as the V8, since no hybrid existed for 2019) makes it one of the costliest SUVs to commute in.

Over 205 in long and wide, it is hard to park in town. A 38.1-ft turning circle and the backup camera help somewhat.

Up to 7,400 lb of towing from a 381-hp, 401 lb-ft V8 makes it a real tow vehicle, as does the long cargo floor.

The Tundra-derived frame and 5.7L 3UR-FE V8 have a strong long-term durability reputation, and high-mileage examples are common.

There is a hitch receiver with trailer wiring, roof rails and a long, flat load floor. The SUV body limits upfit, and onboard power is minimal.

Comfortable, spacious highway cruiser with standard adaptive cruise. Poor fuel economy limits range despite the 26.4-gal tank (~390 mi), and wind noise and dated tech detract.

Available 4WD with low range and a lockable Torsen center differential, decent ground clearance and a 7,400-lb tow rating suit campers and boats. Its size is a handicap on narrow trails.

120.1 cu ft maximum, fold-flat second and third rows, a power-down liftgate window, roof rails and a hitch receiver make it exceptional for bulky gear.

Independent rear suspension keeps it more composed than solid-axle trucks, but the 5,700–6,000-lb body leans heavily in corners. The TRD Sport's firmer tuning helps only modestly.

The steering is slow and light with little on-center precision. It is typical of the older body-on-frame SUVs.

Four-wheel discs give adequate stopping power, but stops are long for the weight and the pedal is soft.

The naturally aspirated 5.7L V8 and 6-speed automatic are smooth and linear, with no turbo lag and no stop/start. Scored on the V8, since no hybrid existed for 2019.

The V8 has a pleasant growl and is quiet at cruise, though loud near redline.

A reasonable turning diameter for a full-size SUV.

A commanding, upright seat with good forward visibility and big, simple controls. Some controls are a long reach on the wide dash, and the step-in is high.

The V8 soundtrack and quick acceleration for its size are charming, but the chassis is ponderous and it feels appliance-like on a twisty road.

Even the base SR5 comes with a sunroof, tri-zone automatic climate control, LED headlights, 18-inch wheels, and the full Toyota Safety Sense-P suite (pre-collision, lane departure alert, adaptive cruise), plus blind-spot monitoring and rear cross-traffic alert. Rivals often charged extra for much of that safety equipment in 2019. Against that, the base car has a small 6.1-inch screen with no Apple CarPlay or Android Auto (CarPlay arrived for 2020) and cloth seats, so overall it is competitive rather than loaded.

It is priced head-to-head with the 2019 Expedition and Tahoe ($50k–$67k delivered), but it delivers an 11-year-old interior, dated infotainment, a 6-speed automatic and 14 MPG combined. That is weaker content per dollar than the freshly redesigned Expedition. Strong resale value and V8/4WD capability partly redeem it, but it is not a value pick.

There are four grades (SR5, TRD Sport, Limited, Platinum), each available as 4x2 or 4x4, for a spread of about $15,000. But there is only one engine, no long-wheelbase body, and no off-road TRD Pro yet (it arrived for 2020), which is a narrow lineup next to the Tahoe/Suburban and Expedition/Expedition Max.

About 10,300 US sales in 2019 is a fraction of what the Tahoe, Suburban and Expedition each sell. This is a niche seller in the late years of its generation.

Toyota's image for durability and long-term reliability is a strong pull for full-size SUV buyers and underpins the Sequoia's residual values. It is a mainstream brand rather than an aspirational one, though, and it lacks the full-size SUV heritage that GM and Ford hold in this segment.

As a low-volume, aging model, the 2019 Sequoia commonly drew Toyota cash-back and subsidized APR offers, and dealers negotiated below MSRP. That benefits buyers without reaching fire-sale levels.

2019 is the 12th model year of a second generation that launched for 2008, with only minor updates since (a 2018 refresh and standard TSS-P). A buyer was getting a design over a decade old, though the all-new hybrid generation was still four years away (2023).

Reviewers praised its space, V8, towing and reliability, but consistently ranked it behind the Expedition and Tahoe on interior, technology and fuel economy. It won no major awards and does not win comparison tests, while owner satisfaction stays high.