Toyota ostensibly exceeded expectations with its new, modernized third-age 2023 Toyota Sequoia concerning the vehicle's general refinement and usefulness — it was precisely exact thing we expected and more from the spotless sheet upgrade of Toyota's regular three-column SUV. Toyota possibly under-conveyed, be that as it may, with its Sequoia TRD Star — basically with regards to the cost it anticipates that clients should pay. This little bullet is our greatest problem about the go-huge TRD-ized wilderness romper.
The 2023 Toyota Sequoia TRD Master begins at $77,660. People, that is more than the GMC Yukon AT4 (even with the redesigned 6.2-liter motor) and the Passage Endeavor Tree line, for instance. With its showy, TRD Master front end and "specialized camo" bumpers, the Sequoia TRD Genius gives off an impression of being focusing on the rambunctious, daring youngster on a basic level sort who's graduated to everyday life. Yet, it's evaluated so high as to draw in an alternate, more upscale customers. What gives? That is some significant, premium-level cash for the TRD Master way of life (and the Fox 2.5-inch interior detour shocks, locking back diff, rough terrain tires, fashioned wheels, skidplates, etc that accompany it). Indeed, even Toyota stalwarts need to eat.
As tried, the four-wheel-drive TRD Master we had in rang in at $80,196. Hack. Peaking $80,000 came all too without any problem. The fun loving, orange-ish Sunlight based Octane outside tone, restrictive to TRD Expert, attached $425. (Worth the effort! It's an incredible argument.) A coordinated dashcam ($499), trailer ball mount ($87), TRD air channel ($130), and TRD rooftop rack ($1,395) balance the additional items. Be cautioned that the rooftop rack was clearly (however didn't whistle), a typical issue with embellishments that modify wind stream. Getting it directly from the industrial facility didn't mystically fix that.
With Extraordinary Power Comes Incredible Assumptions
Toyota suggests a strong case for supplanting the active Sequoia's V-8 with a twin-super mixture V-6 — a 437-hp 583-lb-ft contention. The 3.4-liter six-chamber is matched with an electric engine that contributes 48 hp and 184 lb-ft of force and a 10-speed programmed that performed without a hitch, aside from a predictable shift stagger among park and drive that reminded us to constantly lock in and hang on. It can tow somewhat north of 9,000 pounds, and it has a gross vehicle weight rating of 7,585 pounds, sufficiently satisfactory to tow an unobtrusive travel trailer.
The iForce Max is appraised at 19/22/20 mpg (city/roadway/joined). During a 700-mile, prevalently parkway excursion, we found the middle value of 17-19 mpg, which measured up to our assumptions and is light-years better than the V-8, yet it's not considerably better compared to the opposition in the mpg division. Its itty-bitty 22.5-gallon fuel tank was likewise an issue, and fill-ups were incessant during our excursion. (The Tundra TRD Ace has a 32.5-gallon tank, obliged by its almost 2-foot-longer wheelbase.) We could manage without the phony motor commotion siphoned into the inside through the speakers, as the motor's actual weak, exceptionally intermittent super whistle (all its twin-super V-6 contenders do this) and other regular clamors were all that could possibly be needed as far as we're concerned.
Capstone Beats TRD Master
Out at the test track, the Tundra-based, 6,209-pound Sequoia TRD Master, with its body-on-outline development and live back hub, advanced from 0 to 60 mph in 6.2 seconds and timed a quarter-mile season of 14.7 seconds at 93.5 mph. It's perky and faster than a 5.3-liter 2023 Chevy Tahoe Z71, yet the 2022 Passage Campaign Tree line trims almost a second off the 0-60 time with just 3 more torque than the Sequoia.
A first in class 2023 Toyota Sequoia Capstone that gauged a simple 26 pounds not exactly the TRD Ace ran to 60 mph in 5.6 seconds and ran a quarter mile in 14.2 seconds at 97.7 mph. That is a seriously spread between trims of a similar vehicle running tires that are inside a bristle of a similar width, with neither of them breaking footing (their 0-30-mph times are indistinguishable). No, we can completely fault streamlined features here, inferable from the TRD's rooftop rack and its rough terrain suspension lifting the body 3.5 inches higher into the breeze. Perhaps the tow snares additionally dialed back the TRD Master. Hold up for a second, there are no recuperation snares in sight on the Sequoia TRD Master — except if you count the trailer hitch collector.
Out on the MotorTrend figure-eight course, our extraordinary test that assesses slowing down, speeding up, and cornering all together, the test group expected better from the TRD Sequoia given that the precisely comparable Tundra TRD Star demonstrated strong through a similar course. The group detailed that the heavier Sequoia had inconvenience under hard slowing down with a lot of jump, an absence of grasp from its rough terrain tires, and huge understeer. Interpretation: Adhere to the soil, not autocross.
Loud Rough terrain driver
MotorTrend staff members who tried the Sequoia TRD Master broadly rough terrain had transcendently positive comments about how it performed. Concerning our super logical (read: not), metropolitan rough terrain plunge and two-fer test, the Sequoia TRD Ace fizzled, bouncing back and skipping with much alarm and unsettlement (a similarly valued 2022 Passage Raptor passed). We didn't land in anybody's yard, however it was a genuine Coke-slosher. It's a 4x4 junkie, however we can't suggest adding more speed in that frame of mind to level the whoops.
Like any great rough terrain vehicle, driving the Sequoia TRD Ace can be a cycle depleting because of all the clamor. Notwithstanding the previously mentioned counterfeit motor and rooftop rack commotion, there's breeze clamor, tire commotion, exhaust robot, and commotion overall. We needed to wrench the radio volume just to hear it, which just added more commotion. And afterward, the scramble grew a clatter, its unsure beginning caused squabbling among driver and traveler.
Inside Is So Toyota
With its absence of delicate touchpoints and wealth of what could be viewed as hard plastic, the inside of the 2023 Sequoia TRD Expert didn't precisely measure up to assumptions at the $80,000 mark in our book. Regardless of its great 14-inch mixed media touchscreen and 14-speaker JBL sound framework that sounded great, leftovers of old-school Toyota stout handles, switches, and vents remain. No matter what, the people who love Toyotas will in any case adore this one.The SofTex-managed seats with "specialized camo design embeds" (also known as artificial disguise illustrations) are young and defiantly rule-breaking, however they, as well, don't shout $80,000.
Three last humdingers: There's no remote beginning, there's no USB-C information port toward the front (just USB-A), and there's no accessible head-up show (it's not so much as a choice on the TRD Genius). The Sequoia TRD Star does, nonetheless, have Toyota's phenomenal All encompassing Perspective Screen (PVM) framework, through which numerous cameras give different perspectives, including a marvelous 360-degree view. There's a lot of definition and detail; you can plainly perceive how you're adjusted in a parking space rather than different frameworks that are hazy and fundamentally pointless.
Why Isn't It Level?
The center column chief's seats ingested two vehicle seats with no issue. There's a lot of space for kid fundamentals to stash between the commander's seats and on the floor before their feet. Discussing the floor, the Sequoia has an odd issue, maybe because of the mixture battery and live back hub. The second-and third-column seats don't crease down to make a level and flush trunk-to-front-seat stacking region like the Chevy Z71/GMC AT4, for instance. Rather, the collapsed situates still stick up, distending from the floor to make an optional stage over the floor. Stacking a level surface is dependably simpler and more productive, so this trait of the Sequoia design is important. Toyota battles this with a flexible freight rack framework, with one rack position agreeing with the collapsed third-column seat backs. Sitting in the third column feels like you're perched on the floor with your knees as high as possible. It's fine for the youngsters, however not all that great for the mother by marriage. Basically the third-column seats slide and lean back (and there are third-line window conceals!), however thus, trunk space goes from little to practically nonexistent.
End: Is The Worth There?
Let's not mince words, taken on its benefits alone, the 2023 Toyota Sequoia TRD Genius is marvelous given its central goal as a rough terrain prepared SUV. Hell, it imparts its TNGA-F stage to the worldwide Toyota Land Cruiser and Lexus LX600, for the love of all that is pure and holy. It's only overrated for what you get, and that, sadly, is an unpleasant reality. Drop our $80,000 TRD Star to $65,000, and we'll talk.