With the popularization of off-road pickup trucks, it was only a matter of time before this trend made its way to three-row family SUVs like the 2024 Toyota Sequoia. Toyota started offering a TRD Pro version of the full-size Sequoia for the 2020 model year, well into that model’s lengthy product cycle. When an all-new Sequoia debuted in 2023, the inclusion of a much-improved TRD Pro version was a given.
The Sequoia remains mostly unchanged for 2024, aside from a new Nightshade Edition and TRD Off-Road Package being made available on Platinum 4×4 models. The changes remain minimal on the TRD Pro as well with the only noticeable difference being a new signature color called Terra.
Every Sequoia is powered by a twin-turbocharged V6 engine with a hybrid system, which Toyota calls i-Force Max. It makes 437 horsepower and 583 lb-ft of torque, improving on the old Sequoia’s V8 in both power and efficiency. Though it’s far from perfect, there is a lot to like with the new Sequoia, especially in the TRD Pro trim level. But is it right for your family?
Exterior: TRD Bro
The Sequoia is pretty macho in every trim level as a result of its size and overall design language, but especially so in TRD Pro guise. This is Toyota’s most off-road capable trim level, hence why it comes equipped with 18-inch BBS forged aluminum wheels wrapped in Falken Wildpeak all-terrain tires, 2.5-inch Fox internal bypass coilover suspension, a 1/4-inch TRD skid plate, and a TRD Pro exhaust with black tips. Toyota quotes 9.1 inches of ground clearance in the TRD Pro compared to 8.6 inches on other Sequoia trims, and it also has improved approach/departure angles.
Some other exterior changes include a heritage Toyota grille with a light bar and a ‘technical camo’ pattern on the overfenders. All of the changes that set the TRD Pro apart not only improve the capability, but they look pretty cool as well.
Only four colors are available on the TRD Pro: Ice Cap, Magnetic Gray Metallic, Midnight Black Metallic, and the new TRD Pro-exclusiveTerra. Though we prefer the bolder Solar Octane orange from last year (which is still available on the base SR5), many buyers might enjoy the more muted Terra, which is more earthy brown than eye-searing orange.
Interior: All The Good Stuff
Compared to its predecessor, the current-generation Sequoia feels like a spaceship inside, albeit a rugged one – that’s more a reflection of the disparity between the two generations, though. An eight-inch touchscreen comes standard, but even the base SR5 trim level can be equipped with the larger 14-inch display that is included on all upper trims. Aside from a lack of split-screen functionality, Toyota’s new infotainment system is mostly flawless, featuring wireless smartphone mirroring and excellent built-in voice command. We love that Toyota included a giant volume knob, but a tuning knob would have been nice.
There are tons of storage areas around the cabin, meaning there is always a spot for everyone’s phones and other devices. The TRD Pro trim level offers two interior colors, black or Cockpit Red (The Terra paint can only be combined with the black interior, though), each of which comes with a camouflage pattern in the seats. There are also red TRD Pro accents, including the start button, shifter, and 12-o’clock marker on the steering wheel.
You get heated and ventilated front seats, but the TRD Pro lacks heated or ventilated rear seats that are standard on Platinum and Capstone trims. Speaking of rear seats, this trim is only equipped with captain’s chairs, limiting the carrying capacity to seven people.
Practicality: A Strange Compromise
Due to its body-on-frame design and the inclusion of a battery underneath the rear floor, the Sequoia makes some heavy practicality sacrifices. The second-row seats are fixed with no sliding rails, limiting them to 39.2 inches of legroom. The third row does slide, but it still only offers between 28.1 and 33.7 inches of legroom. To put that into perspective, the Grand Highlander crossover, which has a much smaller footprint than the Sequoia, provides 39.5 inches in the second row and 33.5 inches in the third. The Nissan Armada has more second-row legroom, too; the Sequoia is also outclassed by the full-size options from Ford, GM, and Jeep.
It’s a similar story in the trunk, where that battery prevents the Sequoia from having a flat floor. This severely cuts down storage space to just 11.5 to 22.3 cubic feet with the third row up (depending on the sliding position), 49 cubes with the third row folded, and 86.9 behind the front seats. Once again, the smaller Grand Highlander bests the Sequoia with 97.5 cubic feet. The Chevy Tahoe, GMC Yukon, Ford Expedition, and Jeep Wagoneer all offer over 100 cubes.
Rather than leave an uneven load floor, Toyota includes a shelving unit that can go flush with backrests of the folded third row, creating a flat surface (seen in the photos below). This is pretty nifty because it separates a large area into two, letting drivers put small items on the lower portion where they won’t get crushed. On the negative side, this shelf doesn’t appear to be rated for heavy items, so we wouldn’t use it to carry large pieces of furniture.
Powertrain: Don’t Miss The V8
Toyota’s old 5.7-liter V8 in the previous-gen Sequoia produces 381 hp and 401 lb-ft of torque. This new i-Force Max twin-turbo V6 setup blows the V8 out of the water with 437 hp and 583 lb-ft. There aren’t any non-hybrid options, meaning the Sequoia offers the most power in its class as standard, without needing to purchase an upgraded engine. A tiny 1.87 kWh battery is mounted between the engine and the transmission, contributing 48 hp and 184 lb-ft from an electric motor. The hybrid system has an impact on fuel economy but is mostly designed to improve performance. A more street-focused trim level can hit 60 mph in just 5.6 seconds, over a half-second quicker than the old V8 models. It can also tow 9,020 pounds in TRD Pro guise (9,520 in SR5), which is more than every competitor besides the Jeep Wagoneer.
It may be small, but the inclusion of a battery allows the Sequoia to shut off the engine while coasting and when it comes to a stop, thereby improving efficiency. Toyota quotes 21/24/22 mpg city/highway/combined with rear-wheel-drive and 19/22/20 with four-wheel-drive. Only GM’s diesel engine offers higher mpg ratings. As a reminder, the V8 could only crack 13/17/15 mpg in its most frugal guise. Still, we averaged only around 17 mpg during our week of testing with the 2024 Sequoia.
Driving Impressions: Decent Manners
In our opinion, the powertrain is the number one reason to choose the Sequoia over its rivals. This V6 engine is smooth., and the stop-start system is seamless thanks to the hybrid system, though the restart is more noticeable thanks to the TRD exhaust. Speaking of the exhaust, there is some drone from it on the highway, in addition to some fake noise that is pumped in through the speakers. You can easily tell when the engine kicks off – not because it’s rough, but because the Sequoia transitions from near silence to slightly obnoxious rather frequently. It’s odd, but not difficult to get used to. As for the 10-speed automatic transmission, it’s pretty much perfect: smooth and quick to shift.
We wouldn’t call the Sequoia uncomfortable, but Toyota’s move to a solid rear axle feels like a step back, and it causes the vehicle to shake and shimmy over railroad tracks and other road imperfections. There is also a fair bit of noise from the all-terrain tires, which can be mitigated by choosing a different trim level. The steering is relatively accurate for a big SUV and body lean isn’t out of the ordinary for this size of vehicle.
Pricing & Verdict: Pay To Play
Because there is no non-hybrid option and even the base SR5 trim comes pretty well-equipped, the 2024 Sequoia lives on the upper end of the full-size SUV segment in terms of pricing. The SR5 starts at $61,275, putting it well above rivals from Ford, GM, Stellantis, and Nissan. Some of that price gap is erased when you equip those vehicles with their optional engines, none of which match the Sequoia on power or torque.
In terms of the new Sequoia, we think the Limited trim is the best bang for your buck at $67,675, but the Platinum trim is worth $73,865 if you want all the bells and whistles. The ultra-luxurious Capstone is nicer, but we think the $78,265 is expensive for what the Sequoia is.
As for the TRD Pro, it’s the priciest Sequoia variant starting at $79,110 ($81,060 as tested, including destination). An equivalent 2024 Chevrolet Tahoe Z71 or GMC Yukon AT4 with the 6.2-liter V8 costs between $76k and $77,295, but they require optional packages to reach the TRD Pro’s equipment level. Unless you go off-roading every weekend with the family, the TRD Off-Road Package offers similar capability and is now available on the more well-equipped Platinum with 4WD for a minimum of $2,310 extra. Optioning your Sequoia like this makes it a smidge more expensive than the TRD Pro.