Fast Facts | 2026 Sequoia Hybrid Capstone Review
⚙️ Output: 437 horsepower, 583 lb-ft from a turbocharged 3.5-liter V6 and an electric motor
🛞 Transmission: 10-speed automatic with hybrid assist
⛽ Efficiency: EPA-estimated 20 mpg combined (16 mpg observed in testing)
🧰 Tech: 14.0-inch touchscreen, head-up display, power-retractable running boards
🪜 Towing Features: Up to 9,500-pound towing capacity; available towing mirrors
💰 As-Tested Price: $89,533, including destination
Big Seats, Big Torque, Big Trade-Offs
There are plenty of ways to haul more than five people: crossover SUVs, minivans, even station wagons. But if you need room for the whole family plus their friends, and you've got some serious towing to do, there's only one answer: a traditional, three-row SUV like the 2026 Toyota Sequoia. I spent a week in a Sequoia Capstone, this SUV's top trim, and it proved to be refined and capable, even if it's not winning any efficiency awards.
Lots of Power, Smooth Performance
As Toyota’s priciest vehicle in the U.S., the Sequoia has big shoes to fill. It stretches 208.1 inches from bumper to bumper, more than a foot longer than a Toyota Highlander and enough to fill most garages. It's actually a bit shorter than the Chevy Tahoe.
If the Sequoia looks a lot like the Toyota Tundra pickup, that’s no accident. The two share much of their underpinnings and their hybrid powertrain, which Toyota calls i-Force Max. With 437 horsepower and a mammoth 583 pound-feet of torque, this combination of a twin-turbocharged 3.5-liter V6, a nickel-metal hydride battery, and an electric motor delivers serious thrust. Add optional part-time four-wheel drive (more on that in a second) and the Sequoia tips the scales at a hefty 6,200 pounds.
Unfortunately, fuel efficiency isn't the Sequoia's strong suit. EPA estimates are 19 mpg city, 22 highway, and 20 combined. It's clear this hybrid powertrain is tuned for performance, not frugality. At highway speeds, I managed 21 mpg. Around town in lots of stop-and-go driving, that figure sank closer to 15 mpg. Over a week’s worth of mixed driving, I ended up at a so-so 16 mpg combined. The Sequoia can run at low speeds or gentle cruising on electric power alone, but even the hint of a hill kicks the gas engine back into action.
Where the i-Force Max powertrain really shines is towing. It’s rated to tow up to 9,500 pounds, though adding four-wheel drive and more optional equipment can reduce its top rating. My Capstone tester had big, Peterbilt-blocking towing mirrors and was rated to tow 8,980 pounds.
A Gentle Giant
The Sequoia accelerated smoothly and quickly. Both the engine and those big axles stayed quiet, with no rumble making its way into the cabin. It's refined enough that Toyota could slap a Lexus badge on it and charge even more.
Four-wheel-drive models have a two-speed transfer case with low range for off-road crawling or low-speed towing, like tugging a heavy boat out of a lake. What any version lacks is an automatic mode for the four-wheel-drive system. You'll need to manually switch between two- and four-wheel drive depending on conditions. Leave it in four-wheel drive on dry pavement, and you risk damaging the drivetrain. Every rival offers automatic four-wheel drive, and even Toyota's cheaper 4Runner has it available. This oversight is something of a throwback to the 1990s, but not in a fun Ricky Martin or Spice Girls sort of way.
The Sequoia will never be considered nimble. You sit up high with a great view of the road ahead, but those gigantic towing mirrors and burly roof pillars make it a bit tough to see anything else. Thankfully, some trims have a surround-view camera system that displays a sharp image of what’s around the Sequoia on the center display.
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My Capstone tester rode on huge 22-inch alloy wheels with low-profile tires. Despite the limited tread, it rode quite nicely, thanks in part to the optional adaptive dampers and rear load-leveling air suspension. Still, I’d probably stick with a model on 18- or 20-inch wheels; they’ll ride a bit softer, and their tires are cheaper to replace when the time comes.
Big Outside, A Bit Cramped Inside
Open the Sequoia’s wide doors, and the cabin looks huge at first. The seats are firm, perhaps a little too much for drivers looking for plush, cushiony seats. My Capstone tester included leather in all three rows, plus heating and cooling in rows one and two. Only the driver and passenger got a massage function, which came in handy while stuck in traffic.
Most Sequoias have second-row captain’s chairs that are just about as comfy as those up front, though a three-seat bench is available. There’s a third row, too, but it’s tricky to access and a tight squeeze for adults.
Where the Sequoia falls short is in its cargo area. The battery pack sits under the rear floor, leaving just 11 or so cubic feet of space with the third row upright. Fold it down, and you get 49 cubic feet, but even that number is a bit misleading since much of that space is above the window line. Lifting heavy items into the back was a chore, at least compared to SUVs like the Expedition, which has lower cargo floors and way more space.
A thick steering wheel festooned with buttons fronts a bright 12.3-inch instrument cluster. Customizing the display via the steering wheel buttons takes some acclimation, but at least Toyota includes a simple analog-style overlay. The huge 14.0-inch touchscreen in the center is similarly bright and easy to operate with a generally intuitive menuing system, though anything on the right side of the screen is a stretch for the driver.
The base Sequoia SR5 actually gets a smaller 8.0-inch screen that's easier to reach. A wireless device charging pad sits in the center console. Toyota is more generous about dashboard buttons and knobs for climate and seat controls than some rivals, which makes turning on the heated seats or adjusting the climate much easier.
Wireless Apple CarPlay and Android Auto are standard fare, along with a particularly crisp navigation screen that uses the connected cell phone’s data plan. Higher trims also have a head-up display that projects on the windshield.
Starts Around $66,000 And Climbs Fast
Toyota offers the 2026 Sequoia in six trim levels. The base SR starts just north of $66,000, which is a pretty compelling buy, though you might want to budget $2,085 more for the Premium package that adds leather trim, a 14.0-inch touchscreen, a power-folding mechanism for the third row, and a power liftgate, among other features.
The Capstone tops the range at about $86,530, though my tester was loaded up with extra-cost paint, towing mirrors, a remote trailer camera system, a rear air suspension, and a few small accessories that pushed it to nearly $90,000. That’s within about $6,000 of a Cadillac Escalade.
For families that need the space and capability of a full-size SUV, the 2026 Toyota Capstone is a great option, even if it's still thirsty at the pump. Still, the hybrid powertrain at least offers a bit more efficiency than the V8s that used to dominate this segment.
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