2023 Toyota Sequoia

2023 is the launch year of the XK80 third generation, which drops the 5.7L V8 for a single hybrid twin-turbo V6 powertrain; every trim, including the volume Limited, makes the same 437 hp.

The 48-hp motor-generator sandwiched between the engine and the 10-speed fills in low-rpm torque, so 583 lb-ft clears the top of the SUV band.

Quick for a ~6,000-lb body-on-frame SUV and well ahead of the outgoing V8 Sequoia; heavier/off-road trims run a few tenths slower.

Reviewers praise quick, linear delivery with strong low-end hybrid torque, but the twin-turbo V6 sounds coarser and less premium than the V8s in Tahoe/Expedition rivals and engine-on transitions are not fully seamless.

The 10-speed automatic with integrated motor-generator is generally smooth and well-timed, with occasional low-speed hesitation as the hybrid clutch and gearbox coordinate.

Up 26% over the previous generation and near the top of the full-size SUV class; Trailer Backup Guide and Straight Path Assist are available.

Part-time or full-time 4WD with a two-speed transfer case is available on every trim (standard on TRD Pro), with Multi-Terrain Select, Crawl Control and a locking rear differential available.

A dedicated TRD Pro trim with FOX internal-bypass shocks, skid plate and rear locker gives it genuine off-road credibility rare among full-size SUVs; the volume Limited is road-biased unless optioned with the TRD Off-Road package.

One powertrain only — the hybrid i-FORCE MAX — with RWD or 4WD; it is electrified, but there is no choice of engine, PHEV or EV.

Scored on 4WD as the representative full-size body-on-frame configuration. The hybrid assist beats V8 rivals but is modest against other hybrid SUVs.

City is where the 48-hp motor helps most, yet 19 MPG is still low for a hybrid of any size.

At steady cruise the electric motor contributes little and the boxy 6,000-lb body dominates.

A 22.5-gallon tank is small for the class, so even with hybrid-assisted economy the range trails rivals with 24–28-gallon tanks.

Roughly 750 gallons a year at 15,000 miles — a large running cost by hybrid standards, though below V8 full-size rivals.

Regular 87-octane is specified on every trim despite the twin turbos, and the self-charging hybrid needs no plugging in.

NHTSA has never crash-tested the third-generation Sequoia: both 2023 Sequoia Hybrid variants carry 'Not Rated' in every NCAP category, so there is no star rating to credit.

Good in the driver- and passenger-side small overlap tests and the updated side test, but Marginal in the updated moderate overlap test because of poor rear-passenger protection, and no 2023 award. That puts it in the middle band: solid structure undercut by one weak key result.

Toyota Safety Sense 2.5 is standard on every 2023 trim from the SR5 up: pre-collision with pedestrian detection, full-speed dynamic radar cruise, lane departure alert with steering assist, lane tracing assist, road sign assist and auto high beams. Blind-spot monitoring, rear cross-traffic alert and rear automatic braking are standard too, so nothing core is locked to upper trims.

The TSS 2.5 pre-collision system covers vehicles, pedestrians and cyclists and adds intersection-turn assist, but no IIHS front crash prevention result for the 2023 Sequoia could be retrieved, and the truck's weight works against short stopping distances. It sits in the adequate band.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard on every trim, and rear automatic braking adds intervention when backing up. The blind-spot system only warns, though, with no steering or braking intervention.

Lane Departure Alert with Steering Assist and Lane Tracing Assist are standard. Reviewers describe Toyota's lane centering as functional but not especially confident, with some wander on curves and when lane markings fade.

Full-speed-range Dynamic Radar Cruise Control with stop-and-go is standard on every trim, and paired with Lane Tracing Assist it gives a usable highway assist. Following and resume behaviour is smooth enough, but it isn't class-leading.

No 2023 Sequoia trim offers hands-free highway driving; Toyota keeps its Teammate system for Lexus. Rivals offer one: Tahoe/Yukon with Super Cruise and Expedition with BlueCruise.

IIHS rated the standard headlights Poor. The upgraded LEDs rated Good are only optional on the Limited and standard from Platinum up, so the volume SR5/Limited trucks mostly have Poor lights. Auto high beams are standard.

The high seat gives good forward sightlines, but rearward the view is poor: a high beltline, thick rear pillars and the cargo shelf behind the sliding third row all block the back window. The 360-degree Panoramic View Monitor that would make up for it isn't standard on the SR5.

Wide, tall rear doors and the SR5's second-row bench make child seats easy to fit, with outboard LATCH positions. The third row sits high off the floor and is tight for rear-facing seats even with its sliding track, and captain's chairs on upper trims cut the number of usable positions.

The 2023 model year launched the third-generation (XK80) Sequoia with three rows standard on every grade; the volume SR5/Limited bench configuration seats eight.

Every 2023 Sequoia has a moonroof as standard, which pulls the published front headroom down to a mid-pack 39.2 in — short of the Tahoe's 42.3 in despite the tall body.

Front legroom is the Sequoia's weakest passenger dimension — the front cabin is shared with the Tundra CrewMax and trails the Tahoe (44.5 in) and Expedition (43.9 in) by a wide margin.

Second-row headroom is good but not class-leading; the panoramic moonroof on Platinum/Capstone trims it to about 37.5 in.

A fixed-position second row with 39.2 in of legroom is comfortable for adults, though it trails the Tahoe (42.0 in) and Wagoneer (42.7 in). It is the third row, not the second, that slides on this generation.

The third row sits on top of the hybrid battery above the solid rear axle, so the floor is high and the seat is knees-up; even slid fully back it only reaches 33.7 in of legroom. Reclining backs and a power-fold on Limited help, but it suits kids rather than adults — well below the Expedition, Wagoneer and Tahoe.

Because the third row folds onto a raised platform instead of into the floor, cargo behind the second row is far below every full-size rival (Tahoe 72.6, Wagoneer 70.8 cu ft).

86.9 cu ft is the smallest maximum of any mainstream full-size SUV, about 22 cu ft behind the Expedition and 36 behind the Tahoe, and the folded seats leave a stepped load floor.

The segment-first sliding third row with an Adjustable Cargo Shelf System, a big console, and cabin and cargo 120V outlets (SR5 Premium and up) are useful touches, but the raised, non-flat cargo floor limits what you can actually carry.

The front seats are among the best in the class, and the second-row captain's chairs are rated more comfortable than the Tahoe's or Yukon's. The cramped, knees-up third row pulls the overall rating down.

The return to a solid rear axle is the biggest criticism of the generation: broken pavement makes the body shiver and the rear axle patter. Optional rear air springs and adaptive dampers help but don't match the independent-rear Tahoe and Expedition. Capstone's 22-inch wheels make it worse.

It's reasonably quiet at a highway cruise, but the twin-turbo V6 gets thrashy at high revs, and only the Capstone gets acoustic front-door glass, so the volume trims let in more noise.

Heated front seats are standard on the SR5. Limited adds heated/ventilated front seats with memory, a heated wheel and second/third-row sunshades, and Platinum adds heated and ventilated second-row seats. Comfort kit is broad from the volume trim up.

2023 is the launch year of the third-generation XK80 Sequoia, now hybrid-only, and even the SR5 4x2 opens near the top of the SUV band. There is no inexpensive entry point to a body-on-frame, i-FORCE MAX full-size SUV.

Limited 4x4 is taken as the volume configuration because full-size SUV buyers skew toward four-wheel drive and mid-grade trims. At $69,195 it sits just past the top of the SUV band. The trim price is confirmed, but the claim that it is the best-seller is an inference.

The proven Toyota hybrid twin-turbo V6 (shared with the Tundra) and cheap Toyota parts keep costs moderate. Full-size mass, large tires and big fluid capacities push consumables above a mid-size Toyota. CarEdge's nameplate figure looks like scheduled maintenance only, so repair exposure is added on top, landing below this dataset's Tahoe (~$6,800).

Toyota body-on-frame SUVs are the residual benchmark of the segment. Constrained early supply of the new generation and hybrid efficiency support values well above domestic full-size rivals.

This is Toyota's standard basic coverage. It sits at the floor of the band and level with GM and Ford full-size rivals.

The conventional powertrain term is 5 years / 60,000 miles. The hybrid-only drivetrain also gets longer hybrid-system and battery coverage, which this value does not capture. Scored the same way as other Toyota hybrids in the dataset.

ToyotaCare includes 2 years / 25,000 miles of scheduled maintenance plus 2 years of unlimited-mileage roadside assistance and connected-service trials. That is a real multi-year package, but the mileage cap is thin for a full-size family SUV.

$69,195 volume-trim price minus its estimated resale value after 5 years (63% retained, or about $43,593) leaves about $25,602 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,602 in total.

2023 is the launch year of the all-new XK80 generation on a new platform with a new hybrid twin-turbo powertrain and a new plant (San Antonio), which is the riskiest point in any model's life. J.D. Power rates its owner-reported quality as average, solidly mid-band rather than the top-tier figure Toyota's crossovers earn.

Toyota is the benchmark mass-market brand for dependability, consistently top-two (with Lexus) in Consumer Reports brand rankings and above industry average in J.D. Power's VDS. This scores the brand; the Sequoia's own weaker record sits in 6.1.1 and 6.1.4.

Five campaigns is a busy count for one model year, typical of a first-year platform, but none touches the engine: the V35A machining-debris engine-replacement recalls covered Tundra/Tundra Hybrid and Lexus LX/GX, not the Sequoia. The most serious item is the unexpected-movement-in-neutral transmission campaign; the rest are software, hitch cover, spare-tire chain and labeling.

The 2023 replaced the proven 5.7L 3UR-FE V8 with the brand-new i-FORCE MAX hybrid twin-turbo V6, a complex design with no high-mileage history in 2023. The Sequoia itself escaped the engine recalls, but the identical V35A hybrid application in the Tundra Hybrid was recalled for main-bearing failures from machining debris, which taints the family's reputation.

A clear step up from the Tundra it derives from, with leather and open-pore wood on Capstone, but the volume Limited trim carries truck-grade hard plastics low on the dash and doors, and reviewers rank its richness behind Escalade, Navigator and Wagoneer at similar money.

Assembly is generally solid with no systemic rattle or misalignment theme, but this is the first build year at a newly tooled San Antonio Sequoia line, and the hitch-cover and spare-tire-chain recalls point to some launch-year assembly slips.

Toyota runs one of the densest US dealer networks (about 1,200 franchised dealers), so service is reachable almost anywhere, with service satisfaction around the mass-market average.

Heavy component sharing with the Tundra keeps parts supply dependable, but in 2023 this was a brand-new low-volume hybrid twin-turbo truck with a thin aftermarket, and turbo, hybrid and 10-speed repairs are costly out of warranty.

Scored on the Limited, the representative volume grade, which has the 14-inch Toyota Audio Multimedia screen as standard — the same convention as the 2026 Sequoia. The SR5 starts at 8 in, but the Premium package upgrades it to 14 in.

The new Toyota Audio Multimedia system is quick, has a shallow menu tree, and keeps physical climate and volume knobs. But the 14-inch screen has no split-screen view or real home screen, which wastes its size, and some controls are an awkward reach.

Wireless Apple CarPlay and Android Auto are standard on every grade, plus simultaneous dual-phone Bluetooth.

The 'Hey Toyota' Intelligent Assistant handles natural commands for navigation, audio and climate, but it and the cloud-based native navigation both need a Drive Connect subscription after the trial, so many owners fall back to phone projection.

The 14-speaker JBL Premium Audio system, standard from Platinum up, is a credible upgrade for a cabin this size. The base system is merely adequate, and there's nothing like the Bang & Olufsen in the Expedition or the McIntosh in the Grand Wagoneer.

For 2023 a 12.3-inch digital instrument display is standard even on the base SR5, so every buyer gets a full digital cluster.

Toyota Audio Multimedia gets over-the-air software and cloud map updates, but there is no whole-vehicle OTA that adds powertrain or driver-assist features. That puts it in the infotainment-only band, behind GM's and Ford's full-size SUVs.

The Toyota app covers remote start/climate, lock/unlock, locate and guest-driver settings, and Digital Key is available. These sit behind Remote Connect, which becomes a paid subscription after the trial.

USB-C ports reach every row, and cabin and cargo 120V outlets come with the SR5 Premium package and above. Qi wireless charging is standard only from Platinum up, and there's no high-output onboard power.

Smart Key proximity entry and push-button start are standard, and the hands-free power liftgate is standard from Limited and optional on the SR5. Remote start and Digital Key come through the subscription app.

The Panoramic View Monitor surround camera is standard even on the SR5, with trailer views (rear split view, hitch view) and an available digital rearview mirror. That's better than most rivals for 2023, though there's no automated parking.

The head-up display is standard from Platinum up but isn't offered on the SR5 or the volume Limited, which puts it in the top-trims-only band.

Wide rear doors, tilt-and-tumble second-row seats and a sliding third row make car-seat duty workable, and the bench seats eight. But with the third row up there are only 11.5–22.3 cu ft behind it — a stroller-and-groceries squeeze — and the step-in height is tall for small kids.

Toyota Safety Sense 2.5, blind-spot monitoring and a Rear Seat Reminder are standard on every 2023 grade, which is strong on the trims families buy. What holds it back is crash data: NHTSA hasn't rated the generation and the IIHS results are mid-pack.

The front and second rows are comfortable for long trips, with tri-zone climate, sunshades from Limited and heated/ventilated second-row seats on Platinum. But with seven or eight aboard there's little luggage room behind the third row, the third row is kids-only, and the live-axle ride gets tiring.

583 lb-ft from low rpm makes it effortless in traffic, and the standard surround camera helps. But reviewers flag poor forward visibility (high cowl, thick A-pillars), and the stiff rear axle and size make it tiring around town.

Standard hybridization and 87-octane fuel let it beat V8 full-size rivals at 20 MPG combined (4WD), but it still costs about $3,350 a year in fuel. Real-world economy is often well under the EPA figure.

At about 208 in long and 80 in wide, with a ~40 ft turning circle (44.5 ft on the TRD Pro) and a tall cowl, this is an awkward city vehicle. The standard Panoramic View Monitor on every grade does most of the work.

It tows up to 9,520 lbs — top of the full-size SUV class — with 583 lb-ft, load-leveling rear air springs available, and trailer-friendly cameras and backup guidance. The small cargo hold is the only real limit.

It shares the Tundra's TNGA-F ladder frame and Texas assembly line on top of Toyota's durability reputation, but the V35A twin-turbo hybrid was new for 2023 and its truck siblings have an engine-debris recall, so hard-use durability is unproven.

It has cabin and cargo 120V outlets, an Adjustable Cargo Shelf System, a power-sliding rear window and tow mirrors, plus a deep accessory catalog. But the cargo floor is small and stepped, and there's no high-output onboard power.

Excellent front seats and standard full-speed adaptive cruise (TSS 2.5) make the miles easy, and range is about 450 mi (4WD). But the live-axle ride over broken pavement, the thrashy V6 at high revs and the lack of any hands-free system keep it mid-band.

It's a genuine adventure rig for a full-size SUV. Part-time 4WD with low range is offered on every grade, and the TRD Pro adds FOX internal-bypass shocks, a locking rear differential, Multi-Terrain Select and CRAWL Control. A 9,520-lb tow rating and a 120V outlet suit campers, though the stepped cargo floor makes sleeping inside awkward.

This is the weakest gear hauler in the class. Max cargo is 86.9 cu ft and the third row folds onto a raised deck instead of into the floor. The sliding third row, adjustable shelf, power rear window and hitch help, but bulky gear is a squeeze.

The stiff TNGA-F frame and double-wishbone front keep body roll in check for a 6,000-lb SUV, but the coil-sprung live rear axle skips and shudders over mid-corner bumps. Rivals with independent rear ends are noticeably more composed — this one is secure, not agile.

The new rack-mounted electric power steering is a clear improvement over the old setup: light, consistent and easy to place. It still gives little feedback off-center.

Stopping power is confident even on the TRD Pro's all-terrain tires, but the blend from regenerative to friction braking on the i-FORCE MAX hybrid feels inconsistent at low speed.

Response is the strength: the bellhousing motor fills in below the turbos, so 583 lb-ft arrives with no lag. The engine/motor handoffs and part-throttle shifts from the 10-speed aren't always seamless.

It's quiet at a cruise and pleasingly deep at idle, but the V6 turns higher-pitched and coarse when worked hard and lacks the sound of a V8 Tahoe or Yukon.

A 122-in wheelbase gives a wide turning circle near the bottom of the SUV band, and the TRD Pro's wider-offset wheels push it out to ~44.5 ft.

You get a commanding seat height, excellent front seats and physical HVAC/volume knobs, but reviewers call out a high cowl and thick A-pillars that block the forward view, some awkward control reaches, and a tall step-in.

The torque surge (0–60 in about 5.5 s) and the TRD Pro's trail ability are entertaining, but numb steering, a busy rear axle and a coarse high-rev note keep it a capable tool rather than a car you take the long way home in.

Every 2023 Sequoia gets the 437-hp i-FORCE MAX hybrid, three rows, Toyota Safety Sense 2.5 and a tow package as standard, so mechanical content at base is strong. The SR5 keeps an 8-inch screen, while the 14-inch display waits for Limited and up.

At launch it was priced near the Tahoe and Expedition ($59,795–$79,795) and brought class-best full-size efficiency, 437 hp and up to 9,520 lb towing. The solid rear axle and hybrid packaging leave a high cargo floor, a sliding third row and little cargo space behind it.

There are five well-spaced trims (SR5, Limited, Platinum, TRD Pro, Capstone), RWD or 4WD, and 7 or 8 seats. Choice stops there: one powertrain, one wheelbase and no long-body variant to answer the Suburban or Expedition Max. The 1794 Edition arrived only in later years.

Sales started in October 2022, so 2023 was the first full sales year. The new generation multiplied the nameplate's volume compared with the old Sequoia's low-teens-thousand run rate, but it remains mid-pack against the 100K-plus Tahoe and the Expedition and Yukon.

Toyota's reliability and resale halo is a primary purchase driver in this segment. The Sequoia also borrows credibility from the TNGA-F Tundra/Land Cruiser/LX family, but it is not an aspirational badge in the way Escalade or Navigator is.

As a launch-year model in a period of tight inventory, the 2023 Sequoia commonly sold at or above MSRP with dealer markups and had essentially no cash incentives. That is little buyer benefit compared with the routine GM and Ford money on the hood.

2023 is the first model year of an all-new generation on the current TNGA-F platform with a new hybrid powertrain. This replaced a 2008-era predecessor, so redesign risk for a 2023 buyer is minimal.

Reviewers praised the hybrid powertrain, towing, efficiency and modern cabin tech. They consistently criticized the third-row and cargo packaging and the busy ride, and the Sequoia rarely won full-size comparisons against the Tahoe or Expedition.