Toyota 2023 Sequoia

Pros

• Much improved fuel economy
• Chiseled, chunky looks
• Well-considered three-row functionality

Cons

• Generally unrefined driving manners
• Feels overwhelmed off-road
• Top trims are quite expensive

Hybridization drastically improves this full-sizer's efficiency; it gets better city fuel economy than its V-8 predecessor did on the highway. However, the V-6 and electric motor's integration split opinions. Senior editor Aaron Gold was positive, saying, "It feels like a V-8 with something more to it—as if there's an invisible force pushing the vehicle along." Conversely, features editor Christian Seabaugh felt the powertrain "slingshots the Sequoia forward," and despite augmented engine sounds rumbling through the cabin, "it isn't as quick as it wants you to think it is." In low-speed maneuvers the engine shuts off to save fuel and lurches slightly when it fires back on.

Perhaps a Sequoia TRD Pro would've performed better off-road than our luxurious Capstone test model. Loose surfaces flummoxed it and triggered excessive computer intervention. Associate editor Duncan Brady was frustrated by how "even with traction control off, the system limited the powertrain's potential." Seabaugh was nearly stranded because the Sequoia "pulled a ton of power while climbing up the sandy hill, almost digging itself in." That said, with four-wheel drive engaged, it eventually found its way back onto pavement.

Qualms about the chassis were common. Guest judge Gordon Dickie noted "shimmying typical of body-on-frame construction" on textured surfaces and "excessive body roll" on the smooth handling course. Brady couldn't escape its "unsettled" feeling and noted how "the front end feels planted, but there's a constant jiggle from the rear." Gold summed up the Sequoia's road manners as "big-car clumsy."

Refinement matters less than functionality in a three-row SUV of this ilk, however, and here the Sequoia fares better. An adjustable load floor and partitions in the cargo area enable diverse storage solutions. Digital director Erik Johnson called the third row "one of the easiest in terms of ingress and egress," and he appreciated the "little set of 'stairs' that lead from the ground to the far back." Up front, various switchgear struck some as almost comically oversized, but they're plenty usable. Similarly, the available 14.0-inch touchscreen impressed in its presentation, but we'd deeply appreciate a home button. We're also not fans of navigation now being subscription-based, albeit this objection is made mostly on principle, as beaming directions over wireless Apple CarPlay or Android Auto also works.

Those eyeing the Sequoia primarily for family duty should remember that Toyota builds other three-row hybrid vehicles: the Highlander and Sienna. Those are similarly versatile, more fuel efficient, and significantly less expensive. Neither can match the Sequoia's 9,000-pound tow rating, but Seabaugh predicted this hybrid SUV's "mushy and Prius-like" brake feel will compromise confidence during pulling exercises.

It comes down to this: When we recommend the Sienna and Highlander—neither finalists in their most recent Of The Year appearances—instead of the Sequoia, it's going to be hard for the bug SUV to be a finalist, either.