Yahoo Autos 2023 Toyota Sequoia TRD Pro Road Test: Looks promising, but struggles to compete
The 2023 Toyota Sequoia TRD Pro ought to be a massive improvement over the previous-gen model in every single way. Unfortunately, just like the regular versions of the Sequoia, the off-road-focused TRD Pro embodies the same “few steps forward, few steps back” theme.
On the positive side, the Sequoia TRD Pro looks rad, particularly in this extremely orange Solar Octane paint. Designers gave it a unique grille with “TOYOTA” spelled out in big letters, and the TRD Pro hood trim stands out as a strong contrasting accent. Standing out even stronger in the dark are the bright lower fog lights and grille-mounted light bar that should confidently light up a trail at night — just don’t be an idiot and run it on the road. The big body cladding, rock rails, 18-inch forged BBS wheels that wear 33-inch Falken Wildpeak all-terrain tires and a big ‘ole roof carrier system really complete the look. One glance at the enormous SUV will have you thinking it’d be an ideal overlanding companion — its size and off-road capabilities make it a solid candidate for a rig that might spend days at a time off the grid. Of course, the mechanicals underneath and tech within the Sequoia TRD Pro is designed to ensure it’s up to the task for such ventures.
The Sequoia’s standard dampers get swapped out for TRD-tuned Fox internal bypass shocks, and ground clearance increases to 9.1 inches, which is half an inch more than the regular Sequoia. A TRD Pro front stabilizer bar is added, and a quarter-inch aluminum front skid plate keeps the underbody safe. The approach angle is greatly improved to 23 degrees versus a regular Sequoia’s 15, while the departure angle remains the same at 20 degrees. Plus, off-road technologies like downhill assist control, Toyota’s Crawl control and its Multi-Terrain Select system come standard. So does four-wheel drive and a selectable locking rear differential. Assuming the hybrid powertrain’s engine is running, you’ll be able to hear the Sequoia breathe through a TRD Pro-specific exhaust, too.
That new hybrid powertrain is a real bright spot for the Sequoia TRD Pro, too, assuming you’re buying it for things other than efficiency. On paper, the new model is substantially more efficient with a 20 mpg combined rating versus the 14 mpg combined the previous version managed. However, in practice, we could barely get the computer to register over 14 mpg in normal driving, which is in keeping with other Sequoias we’ve driven in both Michigan and California. When we stopped trying to drive efficiently, fuel economy dipped all the way down to 11 mpg over a long, around-town stint. Those figures aren’t anywhere close to even the 19 mpg city this SUV is rated for, and is far worse than the 18.5 mpg we managed with the gas-only, 440-hp Ford Expedition Timberline (18 mpg EPA combined). So, unless you creep around like a tortoise in the Sequoia, we have a feeling you’ll struggle to get anywhere close to the rated figures.
The engine and exhaust note make driving efficiently a tough thing to do, too, as it’s quite the stout-feeling and-sounding powertrain. Between the 3.5-liter twin-turbo V6 and electric motor, the Sequoia TRD Pro puts out a combined 437 horsepower and 583 pound-feet of torque. This big truck may weigh 6,150 pounds, but it feels quick off the line. The seamless blend of electric torque, boosted V6 and silky-shifting 10-speed is perhaps more impressive than the speed itself. Just lean into the throttle, and the Sequoia accelerates effortlessly with a growl from the exhaust that sounds more V8 than V6. There’s no doubt that some of that TRD Pro exhaust’s noise reaches the cabin, but just like the Tundra, there’s a good amount of augmented noise being pumped in over the speakers. It’s all rather convincing and presents well for an off-road-oriented SUV.
Unfortunately, the lovely engine is not backed up by a lovely ride. The previous Sequoia TRD Pro handled Michigan’s torn up roads like a champ, and while some of the credit is due to those off-road shocks, its independent rear suspension was a better place to start from. Toyota reverted to a solid rear axle design for this generation of Sequoia, and every one of our editors noticed. Just not in a good way. The Capstone model with its 23-inch wheels gave Senior Editor James Riswick an unpleasant, constantly jittery experience on California highways. Meanwhile, News Editor Joel Stocksdale noted while driving this test vehicle that the TRD Pro wasn’t notably better than the other trim levels he drove on the first drive despite the meatier all-terrain tires and Fox shocks that could have potentially resulted in a better ride.
