2024 Toyota Sequoia

2024 is the second year of the XK80 generation and a carry-over for the powertrain: the i-FORCE MAX hybrid is the sole engine on every trim from SR5 to Capstone, so the volume trim gets the full 437 hp — more than a Tahoe 5.3L V8 or Expedition EcoBoost.

583 lb-ft from the electrically assisted twin-turbo V6 tops the full-size SUV class and sits above the SUV band ceiling, so the item saturates.

Instrumented tests of the i-FORCE MAX Sequoia cluster in the mid-5s, with the heavier TRD Pro on its all-terrains a few tenths slower. Very quick for a roughly 6,000-lb body-on-frame three-row.

Low-rpm response is excellent thanks to the motor-generator filling in below the turbos, but reviewers consistently flag a coarse V6 note under load, imperfect engine/motor handoffs and grabby brake blending. Strong delivery, imperfect polish.

The 10-speed automatic is decisive under power and keeps the engine in its torque band when towing, but low-speed manners draw complaints — occasional clunky part-throttle shifts and launch hesitation as the hybrid clutch engages.

The maximum rating comes on a properly equipped 2WD SR5; heavier configurations rate around 9,000 lbs. Either figure leads the full-size SUV class and exceeds the 8,000-lb SUV band ceiling.

Part-time 4WD with a real two-speed transfer case (2H/4H/4L) is offered on SR5, Limited, Platinum and Capstone and is standard on TRD Pro, with a locking rear differential and Multi-Terrain Select on TRD Pro. Genuine truck hardware; held off the top only because RWD is the default on most trims.

Body-on-frame, low range and a dedicated TRD Pro with locker, Crawl Control, Fox internal-bypass shocks and an aluminum skid plate give real credibility; for 2024 the TRD Off-Road package also became available on Platinum. Its size and mass keep it short of a 4Runner or Land Cruiser on tight trails.

Exactly one powertrain — the i-FORCE MAX hybrid on every trim — with no non-hybrid, PHEV or EV alternative. The single choice is a strong electrified one, which lifts it off the floor, but it is take-it-or-leave-it by the item's guidance.

The 2024 Sequoia is hybrid-only and scored in 4WD as the representative configuration of a full-size body-on-frame SUV; 2WD buyers gain 2 MPG. Against other hybrid SUVs it sits at the bottom of the class.

City is where the hybrid earns its keep against V8 full-size rivals, but a ~6,000-lb ladder-frame SUV still lands far below compact hybrid crossovers.

At steady cruise the motor contributes little and the boxy full-size body dominates, so highway economy is modest.

The 22.5-gallon tank at 20 MPG combined gives about 450 miles in 4WD — adequate for the class, though rivals with 28-gallon-plus tanks go farther.

About 750 gallons a year at the EPA's 15,000-mile assumption — a real running cost, though less than a V8 Tahoe or Expedition burns over the same miles.

Regular unleaded across the range despite the twin-turbo V6, and the self-charging hybrid needs nothing plugged in. No flex-fuel or plug-in option to hedge pump prices keeps it short of the very top.

NHTSA has not crash-tested the third-generation Sequoia, so there is no overall star rating for 2024 or any other year of this generation; per the framework, never-rated scores 0.

Good in driver- and passenger-side small overlap and the updated side test, but Marginal in the updated moderate overlap front test (rear-passenger protection) and no Top Safety Pick award for 2024.

Toyota Safety Sense 2.5 — pre-collision with pedestrian detection, full-speed radar cruise, lane departure alert with steering assist, Lane Tracing Assist, auto high beams, road sign assist — plus Blind Spot Monitor with Rear Cross-Traffic Alert are standard on every trim including the base SR5.

IIHS rates the Sequoia's pedestrian front crash prevention Good, but its updated vehicle-to-vehicle front crash prevention only Marginal, a weak result for the core AEB scenario.

Blind Spot Monitor with Rear Cross-Traffic Alert and trailer-merge warning is standard on every trim and rear automatic braking is standard, but the blind-spot system is alert-only with no steering intervention.

Lane Departure Alert with Steering Assist and Lane Tracing Assist are standard; reviewers find Toyota's centering functional but prone to some wander on curves and faded markings in a vehicle this wide.

Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is standard on every trim and pairs with Lane Tracing Assist for a competent highway assist, generally smooth in following distance.

No hands-free highway driving is offered on any 2024 Sequoia trim, while Tahoe/Yukon (Super Cruise), Expedition (BlueCruise) and Wagoneer offer one.

IIHS rates the standard headlights Poor; the upgraded LED lamps optional on the Limited and standard on higher trims are rated Good, so the volume SR5/Limited buyer often gets the worst rating.

Commanding forward view, but rearward visibility is hampered by the high beltline, thick rear pillars and the cargo shelf behind the sliding third row; camera aids (backup camera with projected path, Panoramic View Monitor) partly compensate.

Large rear doors and a tall opening make second-row car-seat installs easy, but captain's chairs on most trims limit positions and the third row is tight for rear-facing seats.

The volume SR5 and Limited grades seat eight with the second-row bench; captain's chairs on the upper grades drop it to seven. Tops the SUV band.

Every 2024 Sequoia has a glass roof (moonroof standard on SR5/Limited, panoramic roof on upper grades), so the published 39.2 in is the real-world figure — mid-pack for a full-size SUV and well short of the Tahoe.

Front legroom is the Sequoia's weakest passenger dimension — it shares the Tundra CrewMax front structure and trails the domestic full-size SUVs by 2–3 in.

Second-row headroom is comfortable for adults on the volume grades; the panoramic roof on Platinum/Capstone costs almost an inch.

Second-row legroom is generous in absolute terms but trails the Tahoe (42.0 in) and Expedition; the third row's sliding track, not the second row, is what flexes the space.

The third row slides 6 in, but legroom runs only 28.1–33.7 in on a floor raised by the solid rear axle and hybrid battery, producing a knees-up position that suits kids and punishes adults on anything but short trips. Access is fine via the tumble-forward second row with one-touch release.

Cargo is the Sequoia's defining compromise: the third row folds onto a raised platform rather than into the floor, so space behind the second row lands far below Tahoe (72.6) and Expedition rivals.

The smallest maximum hold of any mainstream full-size SUV — roughly 20–36 cu ft behind Expedition, Wagoneer and Tahoe — and the folded seats leave a stepped, raised load floor.

Useful touches — a standard multi-level adjustable cargo shelf, the signature power-retracting rear window, a flip-up rear glass, a four-cup-holder console with a large bin and 400W AC outlets in the rear seat and cargo area — but the raised, non-flat cargo deck undercuts everyday utility.

Front seats are broad and supportive, with 8-way power and 2-way lumbar on SR5/Limited (10-way with 4-way lumbar on Platinum/Capstone), and the second row is comfortable. The knees-up third row drags the average down; no massaging seats were offered in 2024 (they arrived for 2025).

The coil-sprung live rear axle sends bumps into the cabin as a shudder that the independent-rear-suspension Tahoe and Expedition avoid; ride is acceptable on SR5/Limited on smaller wheels, while the 22-in Capstone is singled out as busy and jittery. Rear air suspension and AVS are optional only on Platinum/Capstone.

An acoustic laminated windshield is standard and Capstone adds acoustic front side glass, giving good highway isolation, but the twin-turbo V6 is gruff under load and TRD Pro's all-terrains add road roar.

Three-zone automatic climate with rear controls and heated front seats are standard on every grade; Limited adds ventilated front seats and a heated wheel, and Platinum/Capstone add heated and ventilated second-row seats. The SR5 lacks ventilation and has the heated wheel only as an option.

2024 is the second model year of the third-generation (XK80, TNGA-F) Sequoia, and every trim is the i-FORCE MAX hybrid, so there is no cheap entry point. The SR5 4x2 opens near the top of the SUV band (25,000-65,000), a few thousand above a base Tahoe.

The Limited 4x4 is the volume configuration, since full-size SUV buyers skew heavily to four-wheel drive and the mid-grade trim with the 14-inch screen. At about $72,000 delivered, it is past the top of the SUV band (27,000-68,000).

The proven Tundra-shared i-FORCE MAX powertrain and cheap Toyota parts keep repairs low, but full-size mass, 20-inch tires and big fluid capacities push consumables above the smaller Toyotas. To stay consistent with this dataset's dealer-retail basis, it is set slightly above the 2024 Grand Highlander ($6,500 on that basis) and above the Land Cruiser ($5,500).

Toyota body-on-frame SUVs set the residual benchmark in the segment, and the hybrid-only Sequoia holds value better than its domestic V8 rivals. Top trims flatten the curve somewhat because they start from a high MSRP.

Toyota's standard 3-year/36,000-mile basic coverage is the floor of the 3-5 year band. That matches the Tahoe and Expedition and trails Hyundai/Kia.

The conventional powertrain term scored here is 5 years/60,000 miles, the floor of the band. In practice, the hybrid system and traction battery on the hybrid-only Sequoia are covered far longer (8 yr and 10 yr respectively).

ToyotaCare includes 2 yr / 25,000 mi of no-cost scheduled maintenance and 2 yr of unlimited-mileage roadside assistance, plus connected-service trials. That is a real multi-year included-maintenance program, although the mileage cap is thin for a full-size SUV and there are no luxury-style concierge perks.

$72,125 volume-trim price minus its estimated resale value after 5 years (63% retained, or about $45,439) leaves about $26,686 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,886 in total.

2024 is the second model year of the XK80 generation and the Sequoia predicts only average for a Toyota — J.D. Power puts it in its 'Average' band, and Consumer Reports has kept the third-generation Sequoia around or below average, well behind Toyota's cars and crossovers. Mid-band rather than top-tier.

Toyota is the benchmark mass-market brand for dependability, placing top-two in Consumer Reports' brand rankings year after year and above industry average in J.D. Power's VDS. This item scores the brand; the Sequoia's own weaker record is captured in 6.1.1 and 6.1.4.

Five NHTSA campaigns touch the 2024 Sequoia — none powertrain-catastrophic, but two are genuine safety defects (unexpected movement in neutral, tire sidewall damage) alongside a rearview-camera software fault, a detaching hitch cover and a label error. That is busy for a second-year model, so it sits at the low end of 'typical activity'; the V35A machining-debris engine-replacement recall covered non-hybrid Tundra/LX 600, not the Sequoia.

The 3.4L V35A-FTS twin-turbo V6 hybrid with 10-speed automatic replaced the proven 5.7L 3UR-FE V8; in 2024 the family was only two to three years old and carried the Tundra's documented machining-debris episode. Newer with mixed history, so mid-band.

A clear step above the Tundra, with semi-aniline leather and open-pore wood on Capstone, but the volume Limited trim retains hard plastics on the lower dash and doors and reviewers rate perceived richness behind Escalade, Navigator and Wagoneer at comparable money.

Assembly is generally tight from the San Antonio line with no systemic rattle theme, but 2024 was still early in the generation and the hitch-cover and tire-damage campaigns point to some build-process escapes.

Toyota's roughly 1,200 US franchised dealers make service reachable almost anywhere, with service satisfaction around average — J.D. Power rates the Sequoia's dealership experience 'Average'.

Heavy hardware sharing with the Tundra keeps parts available through a huge dealer network, but twin-turbo, hybrid and full-size-specific components make out-of-warranty repairs dearer than a mainstream Toyota crossover. Normal band.

Scored on the Limited as the representative volume grade (same convention as the 2026 Sequoia scorecard); Limited and above ship the 14-inch Toyota Audio Multimedia screen, near the top of the SUV band.

Toyota Audio Multimedia is quick, has a shallow menu tree and a persistent shortcut rail, and the Sequoia keeps physical climate knobs, a volume dial and drive-mode/4WD hard keys. Held below the top band by a thin app ecosystem and features gated behind Drive Connect.

Wireless Apple CarPlay and Android Auto are standard on every grade on both the 8- and 14-inch head units. Held just below the ceiling because Qi charging is not standard on SR5/Limited.

The cloud 'Hey Toyota' Intelligent Assistant handles natural phrasing well, but native navigation is cloud-based Drive Connect: a 1-year trial on Limited and above, subscription-only on SR5. No embedded Google Maps of the kind GM offers.

The 14-speaker JBL Premium system with subwoofer and amplifier is credible for a cabin this size, but on the volume SR5/Limited the standard setup is an 8-speaker system, with JBL only in a package on Limited.

A 12.3-inch digital meter with selectable gauge screens is standard on every 2024 grade, SR5 included, and the 10-in. HUD supplements it on upper trims. Configurability is good if not as flashy as the Expedition's panoramic display.

Toyota Audio Multimedia receives over-the-air head-unit software and cloud-map updates, but there is no whole-vehicle OTA that adds powertrain, chassis or ADAS features — the infotainment-only band.

The Toyota app covers lock/unlock, last-parked location, vehicle status, guest-driver monitoring, remote start/climate and Digital Key capability, but Remote Connect is only a 1-year trial before becoming a paid subscription.

Rear-seat and cargo-area 120V/400W AC outlets are standard from Limited up, plus USB-C across the rows, a front 12V outlet and an AT&T Wi-Fi hotspot. Qi charging is only standard from Platinum and absent on SR5; no high-output Pro Power-style generator.

Smart Key proximity entry with push-button start is standard on every grade, Digital Key is available through Remote Connect, and the power-retracting rear window is a useful Sequoia signature. The hands-free liftgate is trim-gated and phone-as-key rides on a subscription.

For 2024 the Panoramic View Monitor 360-degree camera, a backup camera with projected path and Front/Rear Parking Assist with Automatic Braking are standard on every grade — a strong standard set for a 205-in SUV. The digital rearview mirror is package-only on SR5/Limited, and there is no automated parking.

A 10-inch color HUD exists but is a package option on Platinum and standard only on Capstone; SR5, Limited and TRD Pro buyers cannot get one — the 'top trims only' band.

Eight seats on the volume grades, wide rear doors and one-touch tumble access to the third row make car seats manageable, but the cramped third row and as little as 11.5 cu ft behind it (22.3 cu ft with the row slid forward) create a stroller-and-groceries problem rivals don't have.

TSS 2.5, Blind Spot Monitor with Rear Cross-Traffic Alert, a standard 360-degree camera and front/rear parking braking are standard on every grade — good equipment. The crash record holds it back: no NHTSA rating and an IIHS Marginal in the updated moderate-overlap test, with no Top Safety Pick.

Three-zone climate, rear vents, sunshades from Limited, 120V outlets and ventilated seats make the front two rows comfortable, but luggage behind an occupied third row is minimal, the third row is kids-only and the live rear axle jostles passengers.

Abundant low-end torque, physical controls and a standard 360 camera help daily use, but abrupt brake blending, low-speed shift hesitation and a restricted rear view behind the cargo shelf grate in traffic.

Standard hybrid power makes it the most frugal full-size SUV — 20 MPG combined 4WD, 22 RWD on regular fuel — but it still costs over $3,000 a year to fuel.

A 205-in, 79.8-in-wide body-on-frame SUV with a 40.2-ft turning circle (44.5 ft on TRD Pro) is awkward in town; the standard 360 camera and parking-assist braking on every 2024 grade help noticeably.

Up to 9,520 lb towing — the top of the full-size SUV class — with 583 lb-ft and payload up to 1,730 lb. The 2024 model lacks the Tow Tech package (Trailer Backup Guide, Straight Path Assist) added for 2025, and cargo space is the class minimum.

Toyota's durability reputation and the shared Tundra TNGA-F hardware argue for toughness, but the V35A twin-turbo hybrid is a young engine family with an engine-debris recall on its siblings and only average predicted reliability for the 2024 Sequoia.

400W AC outlets in the rear seat and cargo area, an adjustable cargo shelf, roof rails, a power-retracting rear window and Toyota's deep accessory catalog help, but the cargo hold is the class's smallest and there are no work-grade surfaces.

Roughly 450–495 miles per tank and standard full-speed radar cruise with lane tracing make highway miles easy, but there's no hands-free system and the live rear axle spoils ride over broken pavement.

Part-time 4WD with low range, and a TRD Pro with FOX 2.5-in internal-bypass coilovers, locking rear differential, Multi-Terrain Select, Crawl Control and 9.1 in clearance; plus 9,520 lb towing and a 120V outlet for camping. Standard ground clearance is just 8.6 in and the cargo floor doesn't fold flat.

86.9 cu ft max is 20–36 cu ft short of every direct rival, and the third row folds onto a raised deck instead of into the floor. The sliding third row, adjustable cargo shelf and retracting rear window recover some flexibility.

The TNGA-F ladder frame and double-wishbone front end feel secure, but noticeable body roll and a coil-sprung live rear axle that skips over mid-corner bumps leave it behind the independent-rear Tahoe and Expedition. Predictable rather than agile.

Rack-and-pinion electric assist is light and easy in parking lots but numb and slightly vague on center, with little feedback — mid-band at best.

Hardware is substantial (13.9-in front discs with dual-piston calipers, 13.6-in rears), and stopping distances are class-typical for a 6,000-lb SUV, but the regen-to-friction blending of the i-FORCE MAX system is widely described as grabby and inconsistent at low speed.

The motor-generator fills in below the turbos so 583 lb-ft arrives instantly; but engine/motor handoffs and low-speed shifts from the 10-speed are sometimes lumpy. Strong delivery, imperfect calibration.

Quiet at cruise and in EV creep, but the twin-turbo V6 sounds coarse working hard, and a V8 Tahoe sounds better under load.

A 122-in wheelbase gives a wide turning diameter near the bottom of the SUV band; the TRD Pro's wider tires make it substantially worse.

Commanding seating position with physical climate and volume controls and a standard 12.3-in. digital meter; SR5/Limited get only manual tilt/telescoping wheels and 8-way seats, and the high step-in and thick rear pillars detract.

The torque shove is entertaining and it feels unbothered when towing, but numb steering, a gruff engine and a fidgety rear axle make it a capable tool rather than an enjoyable drive.

Every 2024 Sequoia gets the 437-hp i-FORCE MAX hybrid, three rows, Toyota Safety Sense 2.5 and a tow package as standard, so the mechanical content at base is strong. But the SR5 keeps the 8-inch touchscreen and cloth-style seating, and the 14-inch screen, ventilated seats and power-folding third row are held back for the Limited, which reads stingy for a vehicle opening above $62K.

It asks Tahoe/Expedition money ($62.7K-$80.6K) but delivers less of what full-size SUV buyers pay for. The rear-mounted battery and solid axle leave a high load floor, a sliding but cramped third row, and class-trailing cargo space. The offsets are best-in-class economy for a body-on-frame full-sizer, 437 hp and 9,000+ lb towing as standard, and strong Toyota resale.

A five-rung ladder (SR5, Limited, Platinum, TRD Pro, Capstone) with 4x2/4x4, plus the TRD Off-Road package (newly available on Platinum for 2024) and a Nightshade package on the Limited. The 1794 Edition did not arrive until 2025, and there is one powertrain, one wheelbase and no low-cost entry.

The third generation multiplied the nameplate's volume compared with the old Sequoia's low-five-figure sales, running around the low-40,000s a year in 2024. That is still mid-pack in a segment where the Tahoe clears 100K and the Expedition and Yukon sit around 65-70K.

Toyota's reliability and resale halo is a first-order purchase driver in this class. The Sequoia also borrows credibility from the TNGA-F truck family it shares with the Tundra, Land Cruiser and Lexus LX, but it is not a true status badge the way an Escalade or Navigator is.

In the 2024 model year, Toyota inventory of the newly redesigned hybrid-only Sequoia was still normalizing after the post-pandemic shortage, and Toyota stays disciplined on cash rebates. Buyer help mostly came as occasional subvented TFS financing, while GM, Ford and Stellantis full-sizers carried far more on the hood.

2024 is only the second model year of the all-new third-generation Sequoia on the current TNGA-F platform with the i-FORCE MAX hybrid, so it is current-platform hardware with no redesign risk for buyers. It sits below the very top of the band because the GM full-sizers' 2025 refresh and the 2025 Expedition redesign followed within a year.

Reviewers praise the torquey hybrid powertrain, towing, efficiency and reliability outlook. But in full-size comparisons the Sequoia loses on third-row space, cargo room and ride composure, so it is well-reviewed in isolation and rarely the pick of the class.