2021 Toyota Sequoia

Every 2021 Sequoia uses the same 5.7L 3UR-FE V8; there is no hybrid in the second-generation (2008–2022) Sequoia — i-Force Max hybrid arrived with the 2023 third generation.

Strong V8 torque with roughly 90% of peak available from 2,200 rpm.

Instrumented runs put the ~5,700-lb V8 Sequoia around 7 seconds — adequate but not quick for the segment.

The naturally aspirated V8 is smooth, sonorous and lag-free, with strong low-end pull, but it is an old design that sounds strained and thirsty when worked hard compared with newer turbo rivals.

The 6-speed automatic shifts smoothly and is well matched to the V8 for towing, but has fewer ratios than the 10-speed units in the Tahoe/Expedition and can be slow to kick down.

Standard tow hitch receiver and 7-pin connector; capacity trails body-on-frame rivals at 8,000+ lbs.

Full-time 4WD with two-speed transfer case, low range and locking center differential available on every trim (standard on TRD Pro), with RWD also offered.

Body-on-frame with low range and ~9.9 in clearance; the TRD Pro adds Fox internal-bypass shocks and a front skid plate, but no locking rear differential and its long wheelbase limit hard-trail ability.

One engine and one transmission across the lineup — 5.7L V8 with 6-speed automatic — with only 2WD/4WD choice; no hybrid in 2021.

The 2021 Sequoia is gas-only (5.7L V8); no hybrid existed until the 2023 third generation, so these are gas figures for the volume 4WD configuration.

Among the thirstiest vehicles in the full-size SUV class in city driving.

Six-speed gearing and the old V8 leave highway economy well behind 10-speed rivals.

A large 26.4-gallon tank partly offsets the poor economy.

EPA annual cost at current fuel prices and 15k mi/yr is among the highest of any SUV.

Runs on regular 87-octane unleaded; no premium requirement — the cost problem is volume, not grade.

NHTSA never crash-tested the second-generation (2008–2022) Sequoia; the 2021 model has an overall, frontal and side rating of 'Not Rated', with only a calculated 4-star rollover rating. Scored as never rated per the item definition.

The IIHS never evaluated the 2008–2022 Sequoia in its crashworthiness program, so the 2021 model has no small-overlap, side or roof-strength results and no Top Safety Pick award — an aged 2008 structure with no independent crash data at all. Low band for being untested on an old design.

Toyota Safety Sense-P (pre-collision with pedestrian detection, lane departure alert, dynamic radar cruise, auto high beams) plus Blind Spot Monitor and Rear Cross-Traffic Alert are standard on every grade from SR5 up. Held out of the top band because lane assistance is warning-only and cruise lacks full-speed range.

First-generation TSS-P pre-collision system (camera + radar) handles vehicles and daytime pedestrians but lacks the low-light pedestrian, cyclist and intersection coverage of TSS 2.0/2.5+, and the IIHS never rated this vehicle's front crash prevention.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard on all grades, but both are alert-only — no rear cross-traffic braking, no active blind-spot intervention, and no trailer-length coverage on a vehicle sold for towing.

Only Lane Departure Alert with Sway Warning is fitted — it beeps/flashes on drift but cannot steer, as the Sequoia's hydraulic steering never received TSS-P's steering-assist function and lane tracing assist was never offered.

Dynamic Radar Cruise Control is standard but is the high-speed-only version on this platform — it cancels at low speed with no stop-and-go, and there is no lane-centering to pair it into a highway assist.

No hands-free or even lane-centering highway system is available on any 2021 Sequoia grade.

Automatic high beams are standard via TSS-P, but the IIHS never rated the second-generation Sequoia's headlights, so there is no independent evidence of good illumination on any grade.

Upright glass and a commanding seating position give good forward sightlines, but the sheer length, thick rear pillars and a short-ish front view over the hood leave big blind zones; the volume SR5 relies on a backup camera plus BSM rather than a 360-degree camera.

A wide second-row bench (or captain's chairs) in a very wide cabin with large rear doors makes fitting multiple child seats straightforward, though anchors are recessed into firm cushions and third-row access with seats installed is awkward.

SR5, Nightshade, TRD Sport, Limited and Platinum seat up to eight with a 2nd-row bench; captain's chairs drop it to seven.

Published front headroom is low for a full-size SUV because the power moonroof is standard from the SR5 up; in practice the tall cabin feels roomy, but the measured figure trails rivals.

Generous front legroom, mid-pack for the full-size class.

Published second-row headroom is pulled down by the standard moonroof; subjectively adequate but the measurement is below the SUV band.

Toyota likens second-row legroom to a full-size luxury sedan; one of the roomier second rows in the class.

Independent rear suspension allows a lower floor, so the third row offers 35.3 in of legroom and reclines (power-folding/reclining on Limited+) — adults fit for moderate trips, though access past the second row is a climb.

Large space behind the second row with the third row folded; only 18.9 cu ft with all three rows up.

Class-leading maximum cargo, with an 11-ft load length.

Large center console and ample bins, a rear liftgate with power-down sliding window (Limited+), and fold-flat seating — competitive but nothing innovative versus rivals' underfloor storage or AC power.

Broad, supportive front seats and a roomy second row, but the SR5 offers only 8-way driver adjustment and no passenger power seat; memory and ventilation are Platinum-only.

Independent double-wishbone rear suspension gives a comfortable, cushy ride for a body-on-frame SUV, with some float and body roll; Platinum's air suspension and adaptive dampers improve it.

Reasonably hushed at cruise, though wind noise around the large mirrors and V8 roar under acceleration are more noticeable than in the newer Tahoe or Expedition.

Tri-zone automatic climate with rear controls is standard, but heated front seats arrive only at Limited and ventilated fronts/heated second row only on Platinum; no heated steering wheel or remote pre-conditioning beyond remote start.

The 2021 Sequoia is the second-generation (2008–2022) 5.7L V8 model, gas-only; the registry's hybrid class reflects the 2023+ generation and does not describe this year. Entry pricing sits in the upper part of the SUV band, about level with a base 2021 Tahoe LS.

The Limited 4x4 is the representative mid-grade configuration, since full-size SUV buyers lean heavily toward four-wheel drive. At about $64,000 delivered it sits near the top of the SUV band.

The 5.7L V8 is durable, so the repair estimate is low, but heavy fluid volumes, large tires and full-size brakes push Edmunds' projected maintenance well above most SUVs. That puts the total past the top of the band.

Toyota body-on-frame SUVs hold value strongly, and the Sequoia's reputation for durability plus 2021–2023 used-market tightness kept depreciation well below the class norm.

Toyota's standard basic coverage sits at the floor of the band, level with the Tahoe and Expedition and behind Hyundai/Kia.

Standard Toyota 5-year/60,000-mile powertrain term, the floor of the band. The 2021 Sequoia has no hybrid system, so the extended hybrid-component coverage does not apply.

ToyotaCare includes two years/25,000 miles of factory-scheduled maintenance plus two years of unlimited-mileage roadside assistance, a real multi-year program that most domestic full-size rivals don't match. The 25,000-mile cap is thin for a high-mileage family hauler, and connected-service trials are limited (Safety Connect).

$64,010 volume-trim price minus its estimated resale value after 5 years (59% retained, or about $37,766) leaves about $26,244 in depreciation. Add the projected $9,974 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $36,218 in total.

2021 is the fourteenth and penultimate year of the second-generation (2008–2022) Sequoia, a carry-over year on a thoroughly debugged Tundra-based platform, and it carried above-average predicted reliability. Note: the registry marks this nameplate as hybrid, but the 2021 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 2021 configuration (SR5 5.7L V8, 6-speed automatic).

Around 2021 Toyota was the top mainstream brand for dependability, ranking just behind Lexus (or Mazda) in Consumer Reports' brand reliability survey and near the top of J.D. Power's Vehicle Dependability Study.

MY2021 has a very light recall record: only the JTEKT power-steering-gear campaigns, which affect vehicles fitted with defective replacement gears, and it falls outside the 2018–2020 Denso fuel-pump recalls. The generation's known TSB-level issue (3UR-FE secondary air injection pump/valve failures) keeps it off the very top.

The 3UR-FE 5.7L V8 and Aisin AB60 6-speed automatic, shared with the Tundra, 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 2021 the cabin design was 14 years old, and reviewers criticized hard plastics and dated design against a ~$50k–$70k price while the redesigned 2021 Tahoe/Yukon and 2018+ Expedition moved well ahead; durable but not rich.

Late in a long production run at TMMI the assembly is consistent with few build-quality complaints, though the body-on-frame cabin has a truck-like character rather than tight luxury-grade assembly.

Toyota's roughly 1,200+ US dealers make service available nearly everywhere, with service satisfaction 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.

One of the smallest screens in the full-size SUV class; the 9-in display Toyota offered is the rear-seat entertainment screen, not the center stack.

Entune 3.0 retains physical knobs and buttons but the small screen, dated graphics and slow responses draw criticism, and testers reported phone projection freezing or disconnecting.

Apple CarPlay and Android Auto are standard on every grade but wired only; no wireless projection offered.

Dynamic Navigation (cloud-updated maps) comes on Limited and up, Alexa compatibility is standard, but the native voice system is basic and most owners use phone projection.

8-speaker base, 12-speaker Limited, and a 14-speaker JBL with subwoofer on Platinum/TRD Pro — solid but not class-leading against Bose/B&O options in rivals.

Analog gauges with a small multi-information display on every trim; no digital cluster offered.

No vehicle software OTA; only Dynamic Navigation's cloud map updates on upper trims.

Toyota app with Remote Connect (remote start, lock/unlock, vehicle status) available via subscription after a trial; no digital key.

Two USB charge ports plus a USB media port (USB-A) and 12V/120V outlets, but no wireless charging and no USB-C — thin for an eight-seater.

Smart key proximity entry with push-button start on most grades and remote start via app; power liftgate only Limited+, no hands-free liftgate or phone-as-key.

Rear camera, front and rear sonar, blind-spot monitor and rear cross-traffic alert are standard; no surround-view camera or automated parking offered.

No head-up display offered on any 2021 Sequoia grade.

Huge cabin with eight seats, a sliding second row and roomy third row makes family logistics easy, but the tall step-in height is a climb for small kids.

TSS-P, blind-spot monitor and rear cross-traffic alert are standard on every grade, but crash-test coverage is thin for this aging platform (no full IIHS evaluation) and lane keeping is warning-only.

Tri-zone climate, roomy rows and an available Blu-ray rear entertainment screen suit long trips, but only 18.9 cu ft behind the third row and limited rear charging.

Smooth, responsive V8 and soft ride, but the sheer size, ~5,700-lb mass and dated controls make it a chore in stop-and-go traffic.

One of the thirstiest vehicles in its class at roughly 14–15 MPG combined on regular fuel; expensive per mile.

Over 205 in long and nearly 80 in wide; a 38.1-ft turning circle and front/rear sonar help, but no surround-view camera.

Body-on-frame V8 with standard hitch and 7-pin connector, rated 7,000–7,400 lbs — strong for an SUV but below Tahoe/Expedition ratings.

Tundra-derived frame and the long-proven 3UR-FE V8 have a strong long-life reputation; Sequoias routinely pass 200,000+ miles.

Hitch, roof rails and a huge cargo bay, but no onboard power system, carpeted luxury-leaning interior and little upfit ecosystem.

Comfortable ride, roomy seats and standard radar cruise make it a decent tourer, but heavy fuel use limits range per tank to roughly 370 miles despite a 26.4-gal tank.

Full-time 4WD with low range and locking center diff, ~10 in clearance and 7,000+ lb towing make it a genuine camper/boat hauler; TRD Pro adds Fox shocks and skid plate.

120.1 cu ft maximum and an 11-ft load length with fold-flat (power on Limited+) third row, standard roof rails and hitch.

Independent rear suspension keeps it settled, but considerable body roll and weight make it feel ponderous next to the newer Tahoe and Expedition.

Light, slow and vague hydraulic steering typical of an older truck-based SUV.

Large four-wheel discs stop the heavy SUV adequately, though the pedal is soft and stopping distances are long for the class.

The naturally aspirated 381-hp V8 is smooth with strong low-end response; the 6-speed shifts cleanly but can be slow to kick down.

Pleasant V8 rumble under load and well-isolated at cruise, though it gets loud when worked hard.

Respectable for a vehicle of its size.

Commanding high seating position and large, logical physical controls, but some controls are a long reach across the wide dash, no telescoping power column on lower trims, and the step-in is high.

The V8 soundtrack and TRD Pro's off-road chops add character, but on-road it is a lumbering, old-school hauler.

Every trim gets a 381-hp 5.7L V8, Toyota Safety Sense-P (pre-collision with pedestrian detection, adaptive cruise, lane departure alert, auto high beams), three rows and Apple CarPlay/Android Auto. Rivals offer more at similar money, though: the redesigned 2021 Tahoe/Yukon and the Expedition bring larger screens and more modern driver aids, while the SR5's cabin and infotainment are a decade old.

The V8, durability and strong resale give real long-term value, but for the price buyers get 13/17 MPG, a 7,400-lb tow rating, an old six-speed and a dated interior. Same-money rivals tow more, use less fuel and carry far newer tech. Fair at best on content per dollar.

Six trims (SR5, TRD Sport, Limited, Nightshade, TRD Pro, Platinum) span about $50k–$70k, nearly all available in 2WD or 4WD, with bench or captain's-chair seating. The single engine and single wheelbase leave gaps next to the Tahoe/Suburban and Expedition/Max.

The Sequoia sold only in the low-to-mid teens of thousands a year, a small fraction of the Tahoe's or Expedition's volume, in the final years of a 14-year-old generation.

Toyota's reputation for reliability and durability carries a loyal following and directly props up the Sequoia's resale value, even though the model itself has little prestige next to the Yukon Denali or Expedition Platinum.

The 2021 model year ran into the chip-shortage inventory squeeze, and Toyota trims were frequently sold at or near sticker. End-of-generation Sequoia stock drew only occasional modest cash or APR offers.

2021 was the 14th model year of a generation launched for 2008, with no full redesign since. The all-new third generation (TNGA-F, i-Force Max hybrid) was unveiled for 2023, so 2021 buyers were purchasing a run-out design.

Reviewers credit its space, V8 and reliability but consistently rank it near the bottom of the full-size SUV class for fuel economy, tech and refinement next to the redesigned Tahoe/Yukon and the Expedition. It won no major awards for 2021.