{"id":50016,"date":"2023-05-19T00:03:47","date_gmt":"2023-05-19T04:03:47","guid":{"rendered":"http:\/\/autosector.com\/?p=50016"},"modified":"2023-05-19T00:03:47","modified_gmt":"2023-05-19T04:03:47","slug":"1139614_2023-toyota-sequoia-test-drive-review","status":"publish","type":"post","link":"http:\/\/autosector.com\/?p=50016","title":{"rendered":"Review: 2023 Toyota Sequoia Capstone starts from behind"},"content":{"rendered":"

It took Toyota nearly 15 years to deliver a new Toyota Sequoia, and what it\u2019s made starts behind its big rivals.\u00a0<\/span><\/p>\n

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In those 15 years, the Chevrolet Tahoe and Ford Expedition cycled through four generations. There have been four new Escalades and Navigators, too.\u00a0<\/span><\/p>\n

Despite the lag, I had high hopes for the new Sequoia. But after spending a week with the<\/span> 2023 Toyota Sequoia<\/span><\/a> Capstone, all I could think was, \u201cis this the best they could do?\u201d\u00a0<\/span><\/p>\n

I wasn\u2019t the only one either. All of our editors had nits to pick with the Sequoias we\u2019d driven lately, from midline models to the TRD Pro and this Capstone.<\/span><\/p>\n

The top-spec $76,960 Capstone model is aimed at the stealth-wealth crowd the Land Cruiser<\/a> left behind. But with a thirst for fuel, questionable packaging, and middling interior materials, the Capstone disappoints, just like every other third-generation Sequoia.<\/p>\n

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2023 Toyota Sequoia<\/p>\n<\/div>\n

Toyota Sequoia: A thirsty hybrid, and uncalm ride<\/span><\/h2>\n

Every 2023 Sequoia sports a hybrid powertrain meant to save fuel. The 3.5-liter twin-turbo V-6 pairs with an electric motor that\u2019s located in the 10-speed automatic transmission. Rated at 437 hp and 583 lb-ft of torque, it has more torque than any competitor aside from the $150,000 Cadillac Escalade-V<\/a>. The Sequoia can sprint from 0 to 60 mph in the low six-second range, by my estimate, a good show for a 6,185-pound vehicle.<\/p>\n

Upon cold start the powertrain sounds good with a deep exhaust note for a V-6. Part-throttle inputs off the line might trick some into thinking this SUV has more cylinders than it actually does, but the higher-pitched wail of a V-6 kicks in at higher rpm.<\/span><\/p>\n

The hybrid system tries to improve fuel economy over the outgoing 5.7-liter V-8\u2019s 15 mpg combined, but it doesn\u2019t do much. EPA fuel economy ratings check in at 19 mpg city, 22 highway, 20 combined. Those are optimistic based upon our experience with this powertrain in both the Tundra and the Sequoia, where it averaged between 14.5 and 17.9 mpg.<\/span><\/p>\n

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\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

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While it lavished money on the powertrain, Toyota left off some no-brainer hardware. It\u2019s baffling that the expensive Sequoia comes standard with a part-time four-wheel drive system, while every competitor has a full-time system. Toyota doesn\u2019t even offer a full-time system in the Sequoia (<\/span>or Tundra<\/span><\/a>). At least my Capstone model was equipped with a limited-slip rear differential.<\/span><\/p>\n

Despite using adaptive dampers, the solid rear axle and suspension tune give the Sequoia a crude ride compared to rivals. Broken pavement sends the Sequoia\u2019s body into shivers and pistoning. A Chevrolet Tahoe on air suspension and adaptive dampers outshines the Sequoia with a more controlled and comfortable ride.<\/span><\/p>\n

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2023 Toyota Sequoia<\/p>\n<\/div>\n

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Toyota Sequoia: Poor interior packaging<\/span><\/h2>\n

The first row of the Sequoia\u2019s interior is nearly a home run. The front seats are some of the best in the segment with wide, supportive backs and bottoms like the Expedition, but firmer cushions. The 12.3-inch digital gauge cluster is shared with the Tundra and features a clean, easy-to-read design with all pertinent information. It\u2019s not reconfigurable like in the Expedition, but its layout is cleaner and it displays more pertinent information than what\u2019s in the Tahoe, Yukon, and Wagoneer.<\/span><\/p>\n

The 14.0-inch touchscreen has a lot of space for information, but oddly doesn\u2019t offer a split-screen option, which would be especially helpful for\u00a0 Apple CarPlay or Android Auto. There\u2019s no homescreen baked into the system, and devoting 14 inches of space to the navigation map, radio interface, or vehicle settings feels like a lot. The space could\u2019ve been used more creatively. Smaller drivers will have to reach to tap some CarPlay functions, such as \u201cNow Playing,\u201d at the top right corner of the screen.<\/span><\/p>\n

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2023 Toyota Sequoia<\/p>\n<\/div>\n

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The Sequoia\u2019s interior trim aims for high-rent, but even the Capstone\u2019s white-and-black leather and open-pore wood don’t feel substantial. Close the center console, or the little cubby on top of the center armrest, and they slam shut with a hollow plastic crack. Even the door lock and unlock mechanisms ring hollow. Toyota offers no option to avoid the white leather in top-trim Capstone models.\u00a0<\/p>\n

The captain\u2019s chairs in the second row are also wide and supportive, and they\u2019re more comfortable than those found in the Tahoe or Yukon. They also slide fore and aft to horse-trade space with the third row. That third row, however, and<\/span> the cargo area<\/span><\/a> behind it are poorly packaged.\u00a0<\/span><\/p>\n

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\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

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The third-row seats perch atop the hybrid system\u2019s battery pack, which is mounted above the solid rear axle, creating a high seating position. At 5-foot-10 I ran out of headroom despite a carved-out headliner. Toyota settled on this configuration because it allowed for better entry and exit to the third row while also avoiding foot traffic on the battery. Engineers were able to mount the second-row seats lower while still allowing them to tumble forward. \u201cThis location provided the most efficient duct routing to ensure proper air flow to the batteries (cooling),\u201d Toyota spokesperson Josh Burns<\/span> told The Car Connection<\/span><\/a>. The Tundra pickup truck, which shares its chassis and running gear, places its hybrid battery under the second-row seat bottom.<\/span><\/p>\n

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\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n<\/div>\n

The third-row seat also doesn\u2019t fold flat, so the cargo area doesn\u2019t have a flat load floor. As a workaround, Toyota installed a small movable shelf in the cargo area. In its lowest position it leaves a small space beneath it that wouldn\u2019t be very useful for storage. The shelf also creates a liftover height higher than just the bumper. Sliding the shelf into the second position up higher attempts to create a flat load floor with the folded third row, but that makes the space below it useful for only flatter items and creates an even higher load floor. Lifting the shelf to the highest mounting point makes no sense. It\u2019s unclear why this option exists at all, though Editorial Director Marty Padgett noted real estate signs will fit with the highest mounting point.\u00a0<\/p>\n

\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

Toyota Sequoia: Looks like a Tundra SUV<\/span><\/h2>\n

The Sequoia continues to serve as the SUV version of the Tundra for its third generation. From the B-pillars forward it\u2019s mostly the same as the brawny Tundra, which means sculpted headlights, a massive grille, and a high-set cowl that shortens the windshield therefore limiting forward vision.\u00a0<\/p>\n

\u201cGiven the high cowl, the thick A-pillars, and the huge trailer mirrors on my test Sequoia, I couldn\u2019t see out of the damn thing. That\u2019s especially bad considering how huge this beast is,\u201d said senior editor Kirk Bell. The high cowl is a design flaw inherited from the Tundra. It can be spotted in a kick-up from the side window line to the hood. Add in the transponder for Toyota\u2019s available telematics system\u2014it dangles in the windshield like an appendix in need of removal\u2014and the view out is poor.<\/span><\/p>\n

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\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

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The rest of the Sequoia\u2019s body has a punched-out look with strong body lines, while the chrome trim on the C-pillars creates a Lexus-like look that provides a hint of sophistication the rest of the hulking design lacks. Top-spec Capstone models like the one tested ride on 22-inch wheels cribbed from the<\/span> Tundra Capstone<\/span><\/a> parts bin.\u00a0<\/span><\/p>\n

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\"2023<\/p>\n

2023 Toyota Sequoia<\/p>\n<\/div>\n

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Toyota\u00a0 Sequoia: Is it worth the money?<\/span><\/h2>\n

A base<\/span> 2023 Toyota Sequoia<\/span><\/a> costs $60,960 including a hefty $1,595 destination charge (Toyota bolts these things together in Texas, not Japan). But the top-spec Capstone rings in at $77,385, and that\u2019s with two-wheel drive. Add the part-time four-wheel drive system and the price jumps to just over $80,000.<\/span><\/p>\n

Thousands of drivers will decide that the Sequoia\u2019s good enough simply because it has a Toyota badge, or because it\u2019s available on a dealer lot, or for its hybrid system, or for its three rows of seats. Brand loyalty runs deep. So do the talents of Sequoia’s rivals, in particular the Expedition, Tahoe, and Yukon. The Sequoia\u2019s starting this race from behind.<\/span><\/p>\n","protected":false},"excerpt":{"rendered":"

It took Toyota nearly 15 years to deliver a new Toyota Sequoia, and what it\u2019s made starts behind its big rivals.\u00a0 In those 15 years, the Chevrolet Tahoe and Ford Expedition cycled through four generations. There have been four new Escalades and Navigators, too.\u00a0 Despite the lag, I had high hopes for the new Sequoia. […]<\/p>\n","protected":false},"author":1,"featured_media":50017,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"default","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","ast-disable-related-posts":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"default","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"footnotes":""},"categories":[4],"tags":[],"class_list":["post-50016","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-e-cars"],"_links":{"self":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts\/50016","targetHints":{"allow":["GET"]}}],"collection":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=50016"}],"version-history":[{"count":0,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/posts\/50016\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=\/wp\/v2\/media\/50017"}],"wp:attachment":[{"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=50016"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=50016"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/autosector.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=50016"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}