2025 Toyota Sequoia

The 2025 Sequoia, the third model year of the 2023-on third generation, comes only with the i-FORCE MAX hybrid: a 3.4L twin-turbo V6 with a motor-generator in the bellhousing, making 437 hp combined from SR5 through Capstone. 2025 was a trim and equipment year (the new 1794 Edition, a towing tech package, massaging seats). The powertrain did not change.

583 lb-ft leads the full-size SUV class, ahead of the Tahoe/Yukon V8s and the Expedition's EcoBoost. The electric motor fills in below the turbos, so the torque is there at low rpm.

Car and Driver's instrumented 5.7 s is quick for a roughly 6,000-lb body-on-frame three-row SUV. Consumer Reports' slower 6.8 s reflects its different test protocol. Heavier TRD Pro and Capstone trims run near 6 s.

There is plenty of thrust and low-rpm response is excellent. Reviewers still flag a coarse V6 note under load, imperfect hand-offs between engine and motor, and grabby blending between regenerative and friction braking. Strong delivery with imperfect polish puts it mid-band.

The 10-speed automatic is decisive under power and holds the torque band well when towing. At low speed it can be clunky: occasional abrupt part-throttle shifts and some hesitation from a stop as the hybrid clutch engages.

This is a top-of-class towing rating for a full-size SUV. For 2025 Toyota also made the towing tech package (Trailer Backup Guide, Straight Path Assist) standard on Platinum and above.

Part-time 4WD with a two-speed transfer case and low range is available on every trim and standard on TRD Pro. Multi-Terrain Select and a locking rear differential are offered on 4WD models. It sits just below the top of the band because RWD is the default on most trims.

Body-on-frame construction, low range, Crawl Control and a dedicated TRD Pro trim (Fox internal-bypass shocks, skid plate, 33-in all-terrains) give it real off-road credibility. Its size and mass keep it behind a 4Runner or Land Cruiser on tight trails.

The only powertrain is the i-FORCE MAX hybrid: there is no V8, no non-hybrid, and no PHEV or EV. Because that one choice is strong and electrified it scores above the floor, but it is still take-it-or-leave-it.

The Sequoia is hybrid-only. 4WD is used as the representative configuration for a full-size body-on-frame SUV, and RWD buyers gain 2 MPG.

The hybrid helps most in town compared with V8 rivals, but a roughly 6,000-lb ladder-frame SUV still sits near the bottom of the hybrid SUV range.

At a steady cruise the motor adds little, so the large, boxy body dominates highway economy.

A 22.5-gallon tank at 20 MPG combined gives about 450 miles. That is decent for the class but short of rivals carrying 28–32 gallon tanks.

EPA's estimate on regular fuel at 20 MPG combined is a high running cost, though still below V8 full-size rivals.

Every trim takes regular unleaded despite the twin turbos, and the self-charging hybrid needs no plug. It falls just short of the top only because there is no flex-fuel option.

NHTSA has never crash-tested the third-generation (2023+) Sequoia; the 2025 model year carries no NCAP overall or rollover rating, which per the framework scores as unrated (0).

Good in both small-overlap tests and the updated side test, but a Marginal in the updated moderate-overlap front test (rear-passenger protection) leaves the 2025 Sequoia without any Top Safety Pick award — no Toyota SUV earned a 2025 TSP.

Toyota Safety Sense 3.0 — pre-collision with pedestrian/cyclist and intersection support, full-speed-range adaptive cruise, lane departure alert with steering assist, lane tracing assist, road sign assist, auto high beams, proactive driving assist — is standard from the SR5 up, along with blind-spot monitoring, rear cross-traffic alert and rear automatic braking.

The standard TSS 3.0 pre-collision system earns a Good IIHS rating in pedestrian front crash prevention, but no published result under IIHS's tougher updated vehicle-to-vehicle protocol keeps it below the top band.

Blind Spot Monitor with Rear Cross-Traffic Alert and rear automatic braking are standard on every trim, and 2025 adds a towing technology package (Trailer Backup Guide, Straight Path Assist) standard on Platinum and above; blind-spot itself remains alert-only, without active steer-back intervention.

Lane Departure Alert with Steering Assist and Lane Tracing Assist are standard and keep the wide Sequoia centred competently with cruise engaged, but reviewers describe Toyota's centering as functional rather than confidence-inspiring, with some wander on curves.

Full-Speed Range Dynamic Radar Cruise Control with stop-and-go is standard on every trim and Proactive Driving Assist adds gentle braking for curves and slower traffic; Toyota's DRCC is among the smoother mainstream systems.

No hands-free highway driving is offered on any 2025 Sequoia trim — Toyota's Teammate hands-free system is Lexus-only — a clear deficit against Super Cruise (Tahoe/Yukon), BlueCruise (Expedition) and Wagoneer's hands-free assist.

IIHS rates the base headlamps Poor; the upgraded LED units that score Good are only optional on the Limited and standard from the Platinum up, so the SR5/Limited volume trims typically ship with Poor-rated lights despite standard auto high beams.

Commanding forward view, but the high beltline, thick rear pillars and fixed cargo shelf above the sliding third row restrict the rear window, and the 360-degree Panoramic View Monitor is not standard on the volume trims.

IIHS rates LATCH ease of use Good, and wide rear doors and a tall opening ease car-seat loading; second-row captain's chairs on most trims and a tight third row limit three-across fitting.

The volume SR5 and Limited trims seat eight on a 60/40 second-row bench. The upper trims switch to captain's chairs and seat seven.

Every Sequoia has a moonroof or panoramic roof, which leaves 39.2 in of front headroom. That is mid-pack for SUVs and behind the Tahoe and Expedition despite the tall body.

Front legroom is the Sequoia's weakest passenger dimension. It shares the Tundra CrewMax front structure and trails the Tahoe (44.5 in) and Expedition by several inches.

Second-row headroom is good under the standard moonroof, though below the Tahoe and Expedition. The panoramic roof on the upper trims takes away almost an inch.

39.2 in of second-row legroom is roomy in absolute terms but trails the independent-rear-suspension Tahoe (42.0 in) and Wagoneer. The second row does not slide; the third row does.

The sliding third row offers only 28.1–33.7 in of legroom and sits low over a raised floor, so passengers ride knees-up. Edmunds calls it tiny, uncomfortable and hard to get into for a vehicle this size, so it suits kids only. Power recline on Limited and above and one-touch tumble access help a little. It sits well below the Expedition, Tahoe and Wagoneer.

The third row folds onto a raised shelf above the hybrid battery instead of into the floor. That leaves 49.0 cu ft behind the second row, far below the Tahoe (72.6) and Expedition.

86.9 cu ft is the smallest maximum cargo hold among mainstream full-size SUVs, about 36 cu ft behind the Tahoe and 20+ behind the Expedition, and the folded seats leave an uneven floor.

The multi-level adjustable cargo shelf (standard on every trim) partly compensates for the raised load floor. Also useful: the power-sliding rear window, two 120V/400W outlets (standard from Limited) and an illuminated console bin. Still, the raised, non-flat cargo deck limits real-world utility.

The front seats are broad and supportive. For 2025, Platinum, 1794 and Capstone add 10-way seats with massaging lumbar, while the volume SR5/Limited get 8-way seats with 2-way lumbar. Edmunds criticizes the flat, stiff, low third-row seats.

The coil-sprung multi-link solid rear axle lets the body shudder and jiggle over broken pavement, and reviewers say rear-seat passengers get a bumpy ride. Adaptive dampers and rear air suspension are optional only on Platinum, 1794 and Capstone. Rivals with independent rear suspension ride better.

An acoustic laminated windshield is standard and the highway cruise is fairly quiet. The twin-turbo V6 gets gruff under load, though, and only the Capstone gets acoustic front side glass.

Tri-zone automatic climate with rear controls, heated front seats and a moonroof are standard even on the SR5. Limited adds ventilated front seats and a heated wheel. Platinum, 1794 and Capstone add heated and ventilated second-row seats plus massage.

The hybrid-only, body-on-frame Sequoia has no inexpensive entry point: even the SR5 4x2 sits at the very top of the SUV pricing band. Launch pricing in October 2024 was $64,120 delivered; a mid-year adjustment raised the SR5 to $62,425 before destination.

The Limited 4x4 is taken as the volume configuration, since full-size SUV buyers skew heavily to four-wheel drive and mid-grade trim. At about $73,800 delivered it is well past the top of the SUV band (27,000–68,000) and above a comparable Tahoe LT, which is the main drag on this category.

Published projections disagree widely. CarEdge's scheduled-maintenance-only figure is very low, and KBB's dealer-retail figure is high. The value uses the maintenance-plus-repair basis applied to the Land Cruiser, 4Runner and Tahoe in this dataset: cheap Toyota service and a Tundra-shared powertrain, offset by full-size mass, 20–22 in tires and big fluid capacities.

Toyota body-on-frame SUVs are the segment's residual benchmark, and the Sequoia's hybrid efficiency and durability reputation hold value better than the domestic V8 rivals. Its high starting price flattens retention at the top trims. The value splits the two published projections.

Toyota's standard 3-year/36,000-mile basic coverage, which sits at the floor of the framework's 3–5 year band. That matches the domestic full-size rivals and trails Hyundai/Kia's 5 years.

The conventional powertrain term is Toyota's standard 5 years/60,000 miles, the floor of the 5–10 year band. Because the Sequoia is hybrid-only, the hybrid system and traction battery carry longer coverage, which the scored value does not capture.

ToyotaCare is a genuine multi-year included-maintenance plan: 2 years / 25,000 miles of no-cost scheduled maintenance plus 2 years of unlimited-mileage roadside assistance, along with connected-services trials. The mileage cap is thin for a full-size family hauler, and there are no concierge perks to match luxury full-size rivals.

$73,770 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $42,787) leaves about $30,983 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $36,583 in total.

Predictions for the 2025 Sequoia sit in the average band rather than at Toyota's usual top tier: U.S. News (drawing on J.D. Power) gives it an 'Average' 80/100 predicted reliability, and Consumer Reports has too few 2025 responses to publish detailed data, while its read on the XK80 generation has run around average. 2025 is the third year of the generation, so it scores mid-band with mixed signals.

Toyota is still the reference mass-market brand for dependability. It finishes in the top two of Consumer Reports' brand reliability rankings year after year, usually alongside Lexus, and above industry average in J.D. Power's VDS. This item scores the brand; the Sequoia's weaker model-level record is reflected in 6.1.1 and 6.1.4.

NHTSA lists two campaigns for the 2025 model year, a multimedia software fault that could blank the rearview camera image and an incorrect load-capacity label. Both have simple remedies (a software update and a replacement label) and neither involves the powertrain. Across the generation there is typical early-platform activity, and the camera software issue is shared with Tundra. The V35A machining-debris engine-replacement recall covered non-hybrid Tundra and the LX 600, not the hybrid Sequoia.

The i-FORCE MAX twin-turbo hybrid V6 is a newer and much more complex design than the 5.7L 3UR-FE V8 it replaced, which had a well-earned 200k+ mile reputation. The V35A family's engine-debris recall on non-hybrid applications keeps the reputation mixed, although the Sequoia's hybrid version has not been named in that campaign, so it sits mid-band.

The cabin is a step up from the Tundra it is based on. The new 2025 1794 Edition adds open-pore American walnut and Saddle Tan leather, and Capstone uses semi-aniline leather. The volume Limited trim still has hard plastics in the lower dash and door areas, and reviewers rate it behind Wagoneer and Escalade-class rivals at similar prices.

Assembly from the San Antonio TNGA-F line is generally tight, with no systemic rattle or misalignment theme in reviews. There are scattered early-generation complaints, and Toyota sits around industry average on J.D. Power Initial Quality.

Toyota has one of the densest US dealer networks, about 1,200 franchised dealers, and solid service satisfaction among mass-market brands. ToyotaCare covers scheduled maintenance early in ownership.

Shared Tundra hardware and Toyota's network keep parts available. However, the Sequoia sells in low volume, and its twin-turbo hybrid powertrain, full-size-specific parts and 14-in multimedia unit make out-of-warranty repairs costlier than on mainstream Toyotas.

Scored on the Limited as the representative volume trim, where the 14-inch Toyota Audio Multimedia screen is standard. The base SR5 gets an 8-inch unit.

Toyota Audio Multimedia has a clear layout and keeps physical climate controls, which reviewers praise. Edmunds also reports slow boot-up and occasional glitches, and the flat, uncanted 14-inch screen is a long reach from the driver's seat.

Wireless Apple CarPlay and Android Auto are standard on every trim, on both the 8-inch and 14-inch head units.

The cloud-based 'Hey Toyota' assistant understands natural phrasing. However, both it and Cloud Navigation sit inside Drive Connect, a subscription after the trial, and depend on a 4G connection. Most owners will default to phone mirroring.

The 14-speaker, 800-watt JBL system with subwoofer is a credible premium setup, standard from Platinum up. The volume SR5 and Limited ship with a plain 8-speaker system.

A 12.3-inch fully digital cluster with selectable gauge layouts is standard on every 2025 trim, base SR5 included.

The head unit receives over-the-air software updates, and Cloud Navigation keeps maps current. There is no whole-vehicle OTA that adds features like the systems from GM or Ford.

The Toyota app covers remote start, lock and unlock, vehicle locator, status and guest-driver monitoring, and Digital Key is offered. Remote Connect is a paid subscription after a 1-year trial, and some trims are listed as 'select features only'.

Two 120V/400W outlets, one in the rear seats and one in the cargo area, and Qi wireless charging are standard from Limited up and in a package on the SR5. USB-C ports reach every row, and a Wi-Fi hotspot is standard.

Smart Key proximity entry and push-button start are standard on every trim, and a hands-free power liftgate with walk-away auto-close is available. Remote start and phone-as-key need the Remote Connect subscription.

For 2025, the Panoramic View Monitor 360-degree camera and front/rear Parking Assist with automatic braking are standard on every trim, SR5 included. A digital rearview mirror and the new trailer backup guide are available. There is no automated parking.

A large 10-inch color HUD exists, but it is standard only on the Capstone and a package option on Platinum and 1794. The volume SR5 and Limited cannot get it.

Wide rear doors, a tumble-forward second row with one-touch third-row access and Good IIHS LATCH ease of use help with daily family duty. The third row is tight and awkward to reach, though, and only 11.5 cu ft of cargo space remains behind it at its rearmost setting, which squeezes a stroller plus groceries.

Every trim gets Toyota Safety Sense with pedestrian-detecting automatic emergency braking and full-speed radar cruise, plus blind-spot monitoring, rear cross-traffic alert and a standard 360 camera. However, NHTSA has not rated the third-generation Sequoia, and the IIHS rates the standard headlights Poor, which keeps it out of the top band.

Tri-zone climate with rear vents, rear sunshades from Limited, 120V outlets and a roomy second row make long trips pleasant for four. With all eight seats filled, though, luggage space drops to 11.5–22.3 cu ft, and the third row and the solid-axle rear ride are poor for long hauls.

The hybrid's 583 lb-ft makes pulling away in traffic effortless, and physical climate controls plus standard full-speed radar cruise reduce fatigue. Reviewers flag abrupt gas-to-electric handoffs, grabby brake blending and rear-axle jiggle in stop-and-go driving.

At 20 MPG combined (4WD) or 22 MPG (RWD) on regular fuel, the Sequoia is among the cheaper full-size SUVs to commute in. In absolute terms, a $3,050–3,350 annual fuel bill is still expensive.

This is a 6,000-lb body-on-frame SUV about 80 in wide with a 40.2-ft turning circle (44.6 ft on TRD Pro). The standard 360 camera and front/rear parking sensors with automatic braking make it manageable with care.

Towing capacity reaches 9,520 lb (SR5 4x2), with about 9,000 lb on most trims. The hybrid's 583 lb-ft holds speed easily with a trailer behind. Payload of 1,375–1,730 lb is adequate, but the raised cargo deck limits the space for hauling gear inside.

It shares a fully boxed TNGA-F ladder frame and driveline with the Tundra and carries Toyota's durability reputation. The i-FORCE MAX twin-turbo hybrid is still relatively unproven under sustained heavy use, and the family-luxury interior is not built for abuse.

Standard towing hardware is strong: a Class-IV hitch, 7-pin connector, integrated brake controller and new-for-2025 trailer backup guide. Two 400W outlets, roof rails and an adjustable cargo shelf help further. There is no onboard generator-style power and the cargo hold is small for an SUV this size.

A 22.5-gal tank at 20–22 MPG gives about 450–495 miles of range, and full-speed radar cruise with Lane Tracing Assist is standard, so highway miles are relaxed. Ride shudder from the solid rear axle and a coarse engine under load take some polish off the long-haul experience.

Part-time 4WD with a 2-speed transfer case and an available locking rear diff give it real off-road hardware. Multi-Terrain Select and Crawl Control come in the TRD Off-Road package, and the TRD Pro adds FOX shocks, 9.1 in of clearance and a 23° approach angle. Combined with near-9,000-lb towing, few full-size SUVs are more capable outdoors.

This is the Sequoia's biggest compromise. It has 86.9 cu ft maximum and 49.0 behind the second row, the third row folds onto a raised shelf rather than flat, and that is the smallest hold in the full-size class. The sliding third row, adjustable cargo shelf, power rear window and standard hitch soften it only partly.

Double-wishbone front suspension and a stiff boxed frame keep body roll in check for a 5,600–6,200-lb SUV. The live rear axle loses composure over mid-corner bumps, though. It is secure but well short of the Tahoe or Expedition with their independent rear suspension.

The electric rack-and-pinion steering is light and easy to place in parking lots. It is numb off-center and gives little sense of what the front tires are doing.

The hardware is large: 13.9-in front rotors with dual-piston calipers and 13.6-in rear rotors. Reviewers widely describe the electronically controlled blend of regenerative and friction braking as grabby and inconsistent at low speed, which undermines confidence.

Response is strong because the motor-generator fills in below the turbos, giving 583 lb-ft with no lag. Smoothness is not: handoffs between engine and motor and part-throttle 10-speed shifts can be abrupt, especially from a stop.

It is quiet when cruising and nearly silent creeping on electric power. Under load the twin-turbo V6 turns coarse and gruff, and it lacks the V8 character of a Tahoe or Yukon.

A 122-in wheelbase gives a wide 40.2-ft turning diameter, near the bottom of the SUV band. The TRD Pro's larger all-terrain tires push it to about 44.6 ft.

The driver sits high and commanding with a good forward view, and physical climate and drive-mode controls are within easy reach. Front legroom is short at 41.2 in, the SR5/Limited wheel only tilts and telescopes manually, and Edmunds notes the uncanted 14-in screen is a long reach.

The low-end shove from 583 lb-ft is entertaining, and the TRD Pro has real off-road character. On pavement, numb steering, a coarse engine and a jittery rear axle make it a capable tool rather than an enjoyable drive.

Every 2025 Sequoia comes with the 437-hp i-FORCE MAX hybrid, three rows, Toyota Safety Sense and towing hardware, and for 2025 the towing technology package and massaging seats became standard on the Platinum and above. The volume SR5 and Limited still hold back the larger screen and premium content, which feels stingy for a full-size SUV that opens in the mid-$60Ks.

It asks Tahoe/Expedition money ($64K–$86K) but gives less of what full-size buyers pay for. The high load floor, cramped third row and small cargo area behind it are consistent knocks. Standard 437 hp, strong towing and Toyota resale are real offsets, but reviewers rate it below the class average overall.

With the 1794 Edition added for 2025, the ladder is a wide six rungs (SR5, Limited, Platinum, TRD Pro, 1794 Edition, Capstone), and the SR5 and Limited are offered in RWD or 4WD. Choice stops at trim level: there is one powertrain, one wheelbase with no extended-length answer to the Suburban or Expedition MAX, and no cheap entry point.

The hybrid-only third generation revived the nameplate: sales went from about 5K in 2022 to about 26K a year, and 2025 was its best year since 2006. Even so, sales are flat versus 2024 and far behind the Tahoe and Expedition, so it is a mid-to-lower-pack seller in the segment.

Toyota's reputation for reliability and resale value is a major reason people buy in this segment. The Sequoia also borrows credibility from the TNGA-F truck family it shares with the Tundra, Land Cruiser and Lexus LX, and the 1794 Edition adds a Western-luxury halo. It is not an aspirational badge like the Escalade or Navigator.

Scored on what buyers actually get: Toyota is disciplined about cash incentives, and Sequoia support mostly takes the form of small targeted rebates and occasional subsidized financing through Toyota Financial Services, not money on the hood. GM, Ford and Stellantis put much more support on their full-size SUVs.

2025 is the third model year of the third-generation XK80 on the current TNGA-F platform with the i-FORCE MAX hybrid. Toyota added real content this year (the 1794 Edition, towing technology package and massaging seats), so it is early-to-mid cycle, with no imminent replacement risk for a 2025 buyer.

Reviewers praise the strong, quick hybrid powertrain and its towing, but critics consistently mark it down for third-row space, cargo volume, wind noise and price. That leaves it rated below the class average and rarely chosen as the class pick.