Test Drive:
2005 Toyota Sequoia Limited
By Rob Rothwell
While wheeling Toyota's full-size, lavish SUV out of the cramped quarters of the modern warehouse serving as the base for Toyota's press fleet, I found it difficult to comprehend that the big rig was a Toyota product. At 80-mm (3-in) longer in length than the commodious Dodge Durango, the 5,180-mm (203.9-in) long Sequoia drastically out-sizes anything my mind can perceive as a Toyota, except perhaps the Land Cruiser. But while this amply sized SUV is part of a Japanese family, it is built in America's heartland of Indiana for North American consumption.
The Sequoia emerged in 2001 as a vehicle intended to fill the gap between the mid-size 4Runner and the king of the outback, the Land Cruiser. Based on the Tundra truck platform, the Sequoia has benefited from incremental improvements during its 5-year lifespan. 2005 bestows greater power, luxury and safety upon the highly capable, wonderfully comfortable off-roader. Upon wending my way onto the some of the rougher roads en route home, I realized just how rigid the Sequoia chassis is, and how solid its body structure is. Despite enormity, the Sequoia is vault-tight over all road surfaces. I didn't detect a hint of body flex, shudder or reverberation when encountering potholes or severely damaged pavement. Rattles, squeaks and groans, not uncommon in this class of vehicle, have been banished from the Sequoia's passenger compartment - and I like that tremendously.
Photos: Rob Rothwell. Click image to enlarge
Toyota achieved the high level of structural integrity by using reinforced body-on-frame construction, underpinned at the front by an independent coil spring, double wishbone suspension set-up bolstered by low-pressure, gas filled shock absorbers and a stabilizer bar. The rear of my test unit soaked up road degradation with a self-levelling air-suspension system, which is how all of the Canadian spec'd Sequoias are equipped. In the US, the base Sequoia rides on a rear 5-link coil spring design with a live axle, gas filled shock absorbers and a stabilizer bar.
Throughout my test period I was quite smitten with the smooth, well-controlled ride of the Sequoia. However its pleasing comfort level impinges upon the handling dynamics of the hefty rig, which weighs in at 2,413-kg (5,320-lb) in Limited trim. During hard cornering and braking, the vehicle's mass becomes evident but never unruly. All things considered, I wouldn't change a thing in favour of improved handling performance if it were to compromise the Sequoia's splendid ride quality. Perhaps it's an age thing, but I want my rack of bones jarred less and less these days, and judging by the Sequoia's intended market, I may not be alone.
With its powerful 4-wheel antilock disc brakes, acquiring maximum braking performance was not difficult. Unfortunately the momentum carried by the vehicle's significant mass resulted in emergency stopping distances that felt on the long side to me. Nonetheless, brake modulation is linear and predictable, while pedal effort is just how I prefer it, on the firm side.
Photo: Rob Rothwell. Click image to enlarge
Residing to the right of the sizable brake pedal is the drive-by-wire throttle, which is connected to the only powerplant Toyota bolts into the Sequoia; a 32-valve, 4.7-litre (285 cu in) V8. This petro-dynamo is capable of effortlessly discharging 282 horsepower at 5,400 rpm and 325 pound-feet of torque at 3,400 rpm. That's an increase of 42 horsepower and 10 pound-feet of torque over last year's version. Toyota's intelligent variable valve timing assists in generating the extra power, which thrusts the 2005 Sequoia from 0 to 96 kph (0 to 60 mph) in just 7.9 seconds; a healthy improvement over the 9.5 seconds needed in 2004. With its newfound fortification, the Sequoia is a competent highway performer, passing slower traffic with ease and climbing hills with little struggle.
The engine's greater potency hasn't diminished its exceptionally high level of refinement. Its polished operation meets luxury car standards, although perhaps slightly more audibly so than in Toyota's, Lexus Division SUVs, the GX470 and LX470. This year's stronger engine is affixed to a wonderfully smooth shifting, 5-speed automatic transmission featuring an overdrive cancel switch, as well as a transmission cooler for long, reliable service under severe conditions.
Photos: Toyota. Click image to enlarge
When those conditions include the need for maximum traction, Toyota's Multi-Mode 4-wheel drive technology permits shifting on the fly from rear-wheel drive to 4-wheel drive. When the vehicle is stationary, a low range set of gears can be engaged with the push of a dash-mounted button. The central differential connecting the front and rear axle is also electronically controlled and can be locked or unlocked depending upon off-road needs.
There is little doubt that Toyota has intended the Sequoia live up to the Land Cruiser's legendary reputation for off-road performance. As such they have engineered-in 270-mm (10.6 in) of ground clearance and equipped the vehicle with their Active Traction Control (A-TRAC) and Vehicle Stability Control (VSC) technologies. Working closely with the antilock brake system and the electronic engine control module (ECM), A-TRAC uses sensors and actuators to apply braking and restore traction to a slipping wheel. The ECM regulates engine power to eliminate the propensity to overwhelm the remaining drive wheels. This system is automatically deactivated when the 4-wheel drive low-range setting is selected.
Toyota hasn't overlooked safety for 2005. In Canada, the Sequoia carries dual frontal airbags in addition to front seat side-airbags and curtain-shield airbags with roll over sensing as standard equipment. South of the line this level of protection is optional, with only frontal airbags arriving as standard fare. And that's unfortunate because frailties inherent in the human body are similar both north and south of the 49th, so why not make airbag availability similar? That said, Toyota has equipped the Sequoia with 3-point seatbelts in all seating positions, including the three in row three, regardless of which side of the line it is sent.
Photos: Toyota. Click image to enlarge
Thanks to its fold-flat, split bench rear seat, the Sequoia is capable of accommodating eight adults. Leg and headroom in all but the third of the three rows is very generous and conducive to lengthy road trips; but stuffing three adults into the third row might get somebody arrested for unintentional molestation. The third row is best left to the offspring if at all possible. The Limited trim level replaces the second row bench with a pair of captain's chairs, separated by a removable centre console - definitely a nice and very functional touch. All in all the cabin of the Sequoia is faultlessly assembled, using high quality materials. The dash layout and design, on the other hand, could use some updating when compared with the recent triumphs by Ford and DaimlerChrysler. The small LED screen used in the Sequoia to display climate settings is near impossible to read through sunglasses, plus the associated buttons are on the small size for my congenital clumsiness.
Climate control whining aside, my tester was loaded with the full range of Sequoia luxury and convenience amenities, including a premium JBL audio system with 6-disc in-dash CD and a roof-mounted, rear seat DVD entertainment system with wireless headphones. Cowhide covered the heated front seats and a multi-zone climate-control system delivered heat and air-conditioning throughout the vehicle. The large exterior mirrors attached to the Sequoia provided excellent rearward visibility and folded snuggly against the door with the twist of a dial. The Sequoia's 'memory' ensured they, along with the driver's seat, returned to the desired settings when the vehicle was restarted. For those heading into the uncharted hinterland or simply hoping to negotiate unfamiliar urbanity, the optional GPS-based navigation system is highly recommended.
Photo: Toyota. Click image to enlarge
Even in base form, the Sequoia is a well-stocked larder with prodigious off-road potential. This is a vehicle sure to please whether following an endless ribbon of pavement or ascending a long-abandoned logging road. It swaddles its occupants in comfort and security, quiet and serenity. Where some of that elation may turn to rust though is at the pumps. The Sequoia's V8 is a thirsty devil; at 15.9 litres (14.8 mpg) of fuel for 100 kilometres of city driving and 12.4 litres (18.9 mpg) to cruise an equal distance on the highway, it may become economically unforgiving as fuel prices increase.
Although it may gouge the pocketbook more than some other mid-to-large size SUVs to buy and operate, when combined with Toyota's stellar rep for reliability and strong resale value, the 2005 Sequoia is a definite safe bet for purchasers seeking a highly capable, premium SUV. My time behind the wheel convinced me of that.
