2022 Toyota Sequoia

The 2022 model year is the final year of the second generation (2008–2022). Every trim uses the 5.7L 3UR-FE V8; the i-FORCE MAX hybrid V6 only arrived with the 2023 third generation.

The large naturally aspirated V8 makes plenty of low-end torque for a 5,700–6,000 lb SUV.

Same powertrain as 2020–2021, so instrumented times from those years carry over. It is quick for its weight but mid-pack for a full-size SUV.

Reviewers praise the 5.7L V8 for being smooth, linear and responsive, with no turbo lag and a pleasing sound. It is coarse and thirsty when worked hard, and the design is old next to the newer turbo engines from GM and Ford.

The 6-speed automatic shifts smoothly and has a TOW/HAUL mode. Rivals use 8- to 10-speed gearboxes, so it spaces gears widely and is slower to kick down.

This is strong towing for an SUV, helped by the boxed frame and standard tow hitch. It still trails the 8,000–9,300 lb ratings of the Expedition and Tahoe.

Multi-Mode 4WD is optional on every trim and standard on the TRD Pro. It is a full-time system with a Torsen locking center differential and a two-speed transfer case with low range.

The TRD Pro adds Fox internal-bypass shocks, a TRD front skid plate and forged BBS wheels, and low range is available across the lineup. Independent rear suspension, a large size and no locking rear differential keep it short of Wrangler/4Runner-class credibility.

The only engine is the 5.7L V8 with a 6-speed automatic, available in 2WD or 4WD. There is no hybrid, diesel or turbo option for 2022.

The 2022 Sequoia is the gas-only 5.7L V8 second generation, not a hybrid. The hybrid i-FORCE MAX arrived for 2023. It is among the thirstiest vehicles in the segment.

This is the EPA city rating for the volume 4WD configuration.

This is the EPA highway rating for the volume 4WD configuration.

EPA publishes no range figure for gas vehicles, so range is calculated as the 26.4-gallon tank times the 14 MPG combined rating.

EPA annual fuel cost on regular gasoline at 15k miles per year. It is very high because of the 14 MPG combined rating.

It runs on regular unleaded with no premium requirement. It burns a lot of it, but that is scored by the economy items.

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

IIHS never crash-tested the second-generation Sequoia, so there is no award and no crashworthiness data for a 2008-era structure that predates small-overlap engineering.

Every trim gets Toyota Safety Sense-P (AEB with pedestrian detection, radar cruise, lane departure alert, auto high beams) plus Blind Spot Monitor and Rear Cross Traffic Alert, but the lane system is warning-only with no steering assist or centering, and the radar cruise is the first-generation TSS-P system.

Standard Pre-Collision System with daytime pedestrian detection is present, but it is the first-generation TSS-P system with no nighttime pedestrian or cyclist capability and IIHS never rated the Sequoia's front crash prevention.

Blind Spot Monitor and Rear Cross Traffic Alert are standard on every trim, but both are alert-only with no rear cross-traffic braking, safe-exit alert or trailer-length blind-spot coverage.

Only Lane Departure Alert with Sway Warning is offered — a warning system with no steering intervention (the Sequoia's hydraulic steering can't support it) and no lane centering on any trim.

Dynamic Radar Cruise Control is standard, but on this TSS-P application it is the high-speed-range type without stop-and-go, and there is no combined steering assist for highway driving.

No hands-free or even hands-on lane-centering highway assist was offered on any 2022 Sequoia.

LED headlights and automatic high beams are standard across the range, but IIHS never rated the Sequoia's headlights, so their actual performance is unverified.

Tall, upright glass gives a commanding forward view, and standard front/rear sonar plus BSM help in tight spots, but the huge body has large rear blind zones covered only by a basic backup camera (no surround view).

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

The volume SR5 seats eight with a second-row 40/20/40 bench; captain's chairs cut it to seven on several trims.

The published figure is unusually low for a full-size SUV. It is measured with the power moonroof, which is standard from the SR5 up, so no no-roof figure exists for the volume trim.

Front legroom is competitive for the segment.

As with the front, the published second-row headroom is low on paper and is measured with the moonroof. Reviewers don't report the second row feeling tight.

Second-row legroom is generous: a sliding bench that is roomy for adults.

The independent rear suspension allows a low floor, and the 35.3 in of third-row legroom fits adults on short-to-medium trips. The row reclines and power-folds on Limited and up. Access through the bench is reasonable, though it lacks the room of the 2021+ Tahoe/Expedition.

Cargo space behind the second row with the third row folded is large, but trails the newest full-size rivals.

Maximum cargo volume is among the largest in the class, with room for objects up to 11 ft long.

There is a big center console, a sliding second row, a flat load floor and a power rear window that drops for long items. Outlets and small-item storage are dated against newer rivals, and there is no hidden underfloor storage of note.

The front seats are broad and comfortable, though the SR5 has only an 8-way driver seat and no lumbar or memory. The second row is comfortable, and the third row is better than most. Reviewers note flat cushions and an aged design.

The independent rear suspension gives a smoother ride than most body-on-frame rivals of its era. The SR5 floats and pitches over heaving roads, and the Platinum's adaptive air suspension is the better-controlled setup.

The cabin is reasonably quiet at a cruise. Reviewers note wind noise around the big mirrors and an audible V8 under acceleration, and newer rivals are quieter.

Tri-zone climate is standard, and heated front seats arrive on the Limited. Ventilated fronts and heated second-row seats are Platinum-only, and the volume SR5 has neither heated seats nor a heated wheel.

The 2022 Sequoia is the final year of the second generation (2008–2022), with the 5.7L V8 only. The i-FORCE MAX hybrid did not arrive until 2023. Even the entry SR5 4x2 sits high in the SUV band, as expected for a body-on-frame full-size SUV.

We used the Limited 4x4 as the representative configuration because full-size SUV buyers skew to 4WD and mid-to-upper trims. Its price lines up almost exactly with CarEdge's ~$64,343 average original price for the 2022 model year.

The 3UR-FE 5.7L V8 and 6-speed automatic are a long-proven, low-failure drivetrain, and Toyota parts and labor are inexpensive. But the vehicle is heavy, has a large-capacity V8 and 4WD fluids, and uses big tires, so consumables cost more than on a mid-size Toyota. Published estimates disagree widely, so we used a midpoint.

Toyota body-on-frame SUVs hold their value exceptionally well, and the last-of-the-V8 2022 Sequoia is CarEdge's best-value year. We projected the observed ~4-year figure forward one more year to get the 5-year number.

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

This is Toyota's standard powertrain term, at the floor of the 5–10 year band. The 2022 model is V8-only, so no hybrid-component coverage applies.

ToyotaCare includes 2 years / 25,000 miles of scheduled maintenance plus 2 years of unlimited-mileage roadside assistance. That is a real multi-year program, though the mileage cap is thin for a full-size SUV. Connected services are limited to Safety Connect trials on this aging generation, with no Remote Connect suite.

$64,240 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $39,829) leaves about $24,411 in depreciation. Add the projected $6,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,711 in total.

The 2022 Sequoia is the final carry-over year of the 2008–2022 second generation (Wikipedia; the redesigned XK80 arrived for MY2023), so it benefits from fourteen years of running changes. Reliability ratings are good and owner complaints are nearly nonexistent.

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

Only two NHTSA campaigns cover MY2022, both the same power-steering gear oil-leak issue spanning 2008–2022 Sequoia/Tundra (vehicle and service-part campaigns); no powertrain, fire or airbag recalls for this year.

The 2022 Sequoia was sold 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. The 3UR-FE, shared with the Tundra and Land Cruiser, is well known for 300,000+ mile service lives.

By 2022 the cabin design was fourteen years old, with abundant hard plastics and dated switchgear that reviewers criticized against the newly redesigned 2021 Tahoe/Yukon and 2022 Expedition; Platinum trims add better leather but don't close the gap.

Built in Princeton, Indiana on a fully mature line in its last year; assembly is consistent with very few build-related complaints, though the old design isn't as tight as current-generation rivals.

Toyota has one of the densest US dealer networks with solid service-satisfaction results.

Shares its V8, transmission and much of its chassis with the high-volume 2007–2021 Tundra, so parts are plentiful with a large aftermarket; full-size V8/4WD hardware keeps individual repair bills above compact-SUV levels.

Every 2022 grade gets a 7-inch touchscreen, the smallest in the full-size segment.

The Entune 3.0 system is slow and its graphics are dated. Physical knobs help usability, but reviewers widely call the infotainment the weakest part of the aging Sequoia.

Apple CarPlay and Android Auto are standard but wired only; wireless projection isn't offered on any trim.

Native navigation (Dynamic Navigation) comes only on upper trims. Voice control is basic command-based, and most owners use phone projection instead.

The SR5 has an 8-speaker base system; the Limited gets 12 speakers, and the Platinum and TRD Pro get a 14-speaker JBL system with subwoofer that reviewers rate as good.

The cluster uses analog gauges with a small multi-information display on every trim; no digital cluster is offered.

There are no meaningful over-the-air updates; the Entune 3.0 head unit needs dealer or USB updates.

Toyota connected services offer vehicle status, lock and unlock, and a Remote Connect trial on equipped trims, behind a subscription after the trial. There is no digital key.

There are only two USB charge ports plus a media port (USB-A), with no USB-C and no wireless charging on any trim. A 120V outlet is available.

The second-generation Sequoia keeps a keyed ignition with no push-button start, and the volume SR5 uses a remote keyless fob. A power liftgate arrives on the Limited, and there is no phone-as-key.

A backup camera, sonar parking assist, blind-spot monitor and rear cross-traffic alert are standard. There is no surround-view camera or automated parking, and the camera resolution is low.

No head-up display is offered on any 2022 Sequoia trim.

There are eight seats, a sliding second row, wide rear doors and a usable third row. The high step-in and heavy doors make daily kid duty harder than in a minivan.

TSS-P with automatic emergency braking, lane departure alert and adaptive cruise is standard, plus BSM/RCTA. The ADAS is first-generation, there is no lane-keeping steering assist, and crash-test coverage is limited and dated.

Tri-zone climate, roomy rows and 18.9 cu ft behind the third row make it a capable road-tripper. Rear amenities like heated rows and rear entertainment are Platinum-only, and the 14 MPG means frequent stops.

The V8 is smooth and the ride is relaxed, but the bulk, slow steering, floaty body motions and dated tech make it tiring as a daily driver.

At 14 MPG combined (13 city), it is among the thirstiest vehicles on sale, with about $4,800 a year in EPA-estimated fuel cost.

At about 205 in long and 77 in tall it is a big footprint. A 38.1-ft turning circle is reasonable for the size, and parking sensors and BSM help, but there is no surround camera.

A 7,400-lb max tow rating and the torquey V8 handle real trailers, and the cargo hold is huge. Towing trails Tahoe/Expedition (8,000–9,300 lb), and fuel use climbs steeply under load.

The Tundra-derived frame and proven 3UR-FE V8 have a strong long-term durability reputation, with many examples passing 200k miles.

A tow hitch, trailer wiring, roof rails and an aftermarket ecosystem shared with the Tundra help. Onboard power is minimal, and the carpeted cargo floor is not built for work.

It is a relaxed highway cruiser with roomy seating and adaptive cruise. The 26.4-gal tank at 14 MPG gives only about 370 miles of range, and the ADAS lacks lane centering.

Body-on-frame 4WD with low range, about 10 in of ground clearance and a 7,400-lb tow rating make it a capable camper-hauler. The TRD Pro adds Fox shocks, and the long wheelbase limits tight trails.

120.1 cu ft maximum, an 11-ft object length, fold-flat rear rows, a power rear window, roof rails and a standard hitch make it an exceptional gear hauler.

The independent rear suspension keeps it secure, but there is considerable body roll and float, and the roughly 5,700-lb mass feels ponderous; rivals redesigned for 2021 handle more tidily.

The steering is slow and light with a vague on-center feel, so it takes frequent corrections on the highway.

Large 13.9/13.6-in four-wheel discs give adequate stopping power, but the pedal is soft and stopping distances are long for the weight.

The naturally aspirated 5.7L V8 and 6-speed automatic deliver smooth, linear power, with no stop/start or turbo lag to fight.

The V8 has a pleasant burble and is quiet at a cruise; it gets loud but not coarse when worked hard.

The turning circle is reasonable for a full-size body-on-frame SUV.

It has a commanding view and simple physical controls, but the center stack is a long reach across a wide dash. The low published headroom and high step-in make it awkward for some drivers.

The V8 soundtrack and old-school character give some charm, but the dynamics are appliance-like and heavy.

Every 2022 grade gets Toyota Safety Sense-P, Apple CarPlay/Android Auto, a V8, three rows for up to 8 and a 7,400-lb tow rating. But the 7-inch touchscreen, dated cabin and SR5's cloth seats look sparse beside a 2022 Tahoe or Expedition, which offer larger screens and newer driver aids.

At $52k–$71k you get proven V8 durability and excellent resale, but a 15-year-old design, a 14-MPG combined rating and a tow rating under the domestic rivals' 8,000+ lbs. That is weak content and capability per dollar against the freshly redesigned Tahoe and Expedition.

Six grades (SR5, TRD Sport, Limited, Nightshade, Platinum, TRD Pro), most available in 2WD or 4WD, with 7- or 8-seat layouts span a reasonable $52k–$71k range. However, there is only one engine and no extended-length body, unlike the Suburban and Expedition MAX.

This was one of Toyota's lowest-volume products and fell further in its run-out year as the replacement was announced. It sold a fraction of what the Expedition did, and the Tahoe/Suburban own about half the segment.

Toyota's reputation for durability and its truck-based SUV heritage (Land Cruiser, 4Runner, TRD Pro) give the Sequoia a loyal following and strong residuals. That halo is a big reason old Sequoias still command high used prices.

The 2022 model year sold through the 2021–2022 chip shortage, when Toyota inventory was thin and incentives were minimal. Dealer markups were common, though run-out discounts on the outgoing generation were occasionally available.

This is the 15th and final model year of a generation launched for 2008. Its replacement was unveiled in January 2022, so buyers got outgoing technology, a 6-speed automatic and immediate obsolescence.

Reviewers praised its reliability, V8 and roomy cabin, but consistently ranked it near the bottom of the full-size SUV class for fuel economy, ride, cabin tech and age. It won no major awards and lost comparisons to the Tahoe and Expedition.