DEREK McNAUGHTON
Toyota Sequoia feels outdated, but remains a stout and capable SUV
When the David Suzuki Foundation offered me a job in the public relations department many moons ago, I stopped upon seeing a picture of a large SUV on an office wall, naturally interested in cars and trucks as I have been since birth.
The caption under the photo of the SUV said something along the lines of, “Public enemy No. 1” because the foundation was at war against the rising popularity of the SUV. This wasn’t going to be a good fit.
Despite the foundation’s best efforts and obviously good intentions, we all know who won that war. The SUV is now one of the most popular vehicles in North America, behind full-size trucks. And for a good reason: Other than full-size pickups, a full-size SUV is the next best thing for utility.
So it is curious that Toyota, which first introduced the fullsize Sequoia SUV back in 2000 — right on the cusp of the SUV wave — would not have nurtured what was obviously the right vehicle at the right time, a vehicle at the forefront of a movement.
Despite sales of more than 70,000 in 2002, and a nomination for North American Truck of the Year award in 2001, the Sequoia languished as Toyota pursued other interests, to the point where the manufacturer now sells only about 12,000 Sequoias per year in the U.S. and fewer than 800 annually in Canada. The GMC Yukon, by comparison, sold 50,000 in the U.S. and more than 3,500 here last year, even though it’s also overdue for replacement. And other automakers are pushing ahead with introductions of three-row SUVs.
Did Dr. Suzuki’s push for fewer SUVs resonate with Japan?
Not quite. The Sequoia was developed in tandem with the full-size Tundra pickup, sharing an engine, dashboard, sheet metal and chassis. But instead of a solid rear axle, it got a more sophisticated, multi-link live axle rear suspension, which can be felt in the better ride. Even if that setup isn’t ideal for big loads like boats, trailers and other heavy cargo, the Sequoia can still tow a respectable 7,100 pounds.
While there have been a number of reasons for the Sequoia’s lacklustre sales, one of them is the glacial pace of change — it’s lack of continuous improvement — especially governing fuel economy, an issue that also plagues the Tundra. Sure, 2018 Sequoias get new LED headlamps and fog lights, a new front grille and lower bumper, a leather steering wheel, new Optitron gauges and a 6.1-inch display touchscreen that looks about 10 years old in this age of 12-inch screens, but the changes are mostly cosmetic.
Yet despite its age and lack of refinement, there is still much to like about the big ’ute. Like the Tundra, the drive quality of the Sequoia remains its quality trademark feel, even if it is impaired by too much wind noise. Steering and braking feel excellent. The engine, a 5.7-litre V8 producing 381 horsepower and 401 pound-feet of torque, might work hard to get this 2,715-kilogram vehicle up to speed in a hurry, but the engine itself feels wonderful — smooth, strong and with good sound.
Paired to an old-school sixspeed automatic that has proven itself reliable, the Sequoia offers enough acceleration to feel quick enough from a standing start and while passing. Of course, fuel economy has never been one of the 5.7’s strong points, averaging 21 L/100 kilometres in mostly urban driving. The official ratings are 18.4 city and 13.8 highway, garnering it a federal government “green levy” tax of $2,000 on top of the $59,950 price tag.
A 2WD vehicle in normal use, the Sequoia can perform well on snowy roads when flipped to 4WD. A lockable, Torsen limitedslip centre differential works in tandem with a two-speed transfer case with a low range accessible on the fly via a rotary knob. The differential locks at the push of a button and gets a shield.
On some snow-packed cottage roads, the Sequoia never hesitated or made me worry.
The bigger bonus, aside from its ability to carry up to eight passengers, is cargo volume.
While almost able to swallow four-by-eight plywood sheets (the Sequoia is not quite long enough), the width easily accommodates four-foot-wide and bigger loads. Total carrying space is 120 cubic feet with all seats folded, 66.6 with the middle seats up and 18.9 with the third row up.
The seats are easy to collapse and lift, too, though the tailgate can be a little high to reach for some. There is no power tailgate close, though the back window fully opens. Cargo-lift height also sits on the high side. Interior storage is plentiful, too, with a wonderfully deep centre bin.
Front seats are especially comfortable.
While Toyota has equipped the Sequoia with its full suite of safety equipment, including blind-spot monitoring, rear cross-traffic alert, adaptive cruise control and lane-departure alert, not a whole lot else has significantly changed since the second-generation model arrived some 10 years ago. Which is too bad, because the Sequoia really is a stout and capable utility vehicle — even if it isn’t David Suzuki’s favourite.
No wonder I never took the job.