2008 Toyota Sequoia

Even though we have an obvious bias toward off-road adventures, we actually weren't the first to note that the new Toyota Sequoia isn't intended primarily for trail use. Actually, Toyota's chief designer for the Sequoia, Motoharu Araya (who also worked on the Sienna and Tundra) made that point to us before we ever got behind the wheel and headed out for a brief drive in the dirt. "It's not meant to be a very serious off-roader, but it is still off-road capable."

We give Araya credit for not only being frank about the intent of the vehicle, but also for personally roughing up the trail a bit to make it a bit more challenging. And true to his claim, this new Sequoia had no difficulty standing tall in the forest road we tackled.

But if this big SUV isn't really intended to be a nimble trail horse, what's it doing in Off-Road Adventures Magazine? And what does it really excel at? Both are good questions. Think of the new Sequoia as the aircraft carrier that serves as a mobile launching pad for sorties into the wild blue yonder. Okay, maybe that's a bit of a stretch, but the comparison is apt, for a number of reasons.

First, the latest Sequoia is one big boat- which is a good thing. With a wheelbase that's longer (four inches) and wider (one inch) than last year's model, the rear seats are bigger and more accessible. Not only that, the tow rating is much higher now, up from last year's 6,500 pounds to now a much heftier 10,000 pounds.

The whole intent is to make the Sequoia a tow vehicle that keeps family and friends comfortable, while lugging around all kinds of stuff on trips that can cover several hundred miles in a day.
During Araya's project development phase, he traveled cross-country by pickup, van and SUV, and after many miles, came to the following realization: "I get the size thing. I get the power thing. I get the cupholder thing. I get the secure-feeling thing. And I get the comfort thing. I am, I admit, a big car guy."

So as a result of his firsthand research, the Sequoia is a long hauler that's both immense and immensely comfortable and quiet. Also easier to turn thanks to a best-in-class, 39-foot turning circle and a smooth, variable-flow control steering system that's also employed on Toyota's $100,000 Century luxury sedan.

On the other hand, the Sequoia is still one tough truck, developed in concert with the new Tundra. No surprise then, that many of the Tundra's features, such as the 381hp, 5.7-liter V-8 engine, are also found in the Sequoia. But this aspect is true only to a point.

From the front bumper to the B-pillar, the two vehicles are, structurally speaking, virtually identical. However, since the Sequoia is heavier than the Tundra, and not designed to carry cargo in a bed, the chassis features fully boxed framerails (the Tundra has both boxed and C-channels, depending on the location). Instead of the Tundra's live axle setup, the Sequoia has an independent rear suspension that provides a more compliant ride. The IRS also provides more room for the third-row seat, which traditionally is rather cramped for adults, but not in this instance.

As of this writing, pricing on the new Sequoia had yet to be announced, so we can't compare it to other SUVs from that aspect. But looking at it purely from a functional standpoint, this revised version is clearly a competitive with domestic brands of full-size SUVs. As Araya noted above, when it comes to the size thing, Toyota now gets it.