2027 Toyota Sequoia TRD Pro and Trailhunter First Drive: Does Your Future Involve Jumping an SUV?
Other than flying through the air, we don’t think there’s much the TRD Pro can do that the Trailhunter can’t.
Historically, and like almost all other full-size SUVs, the Sequoia has never been Toyota’s strongest seller. But it persists because North American buyers like their big vehicles. The 2027 Toyota Sequoia sees only a slight refresh—but hopefully one that aligns it more closely with its more popular Tundra counterpart.
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Updates include Toyota Safety Sense 4.0, the bigger 14.0-inch screen and a dashcam as standard, more advanced suspension dampers, and red tow hooks for the TRD Pro trim, plus the introduction of the Trailhunter pack for the SR5 grade.
As for the design, Toyota said it streamlined the Sequoia’s face, so it’s now basically identical to the Tundra’s. For better recognition or for cost savings? ¿Por qué no los dos?
Sequoia TRD Pro
For the 2027 Sequoia TRD Pro portion of the experience, Toyota marked out a massive dirt track complete with bumps, berms, and jumps it rebranded as “zero-gravity moments.” To handle it all, the automaker gave us a Sequoia in Stage 3 trim for its enhanced Fox QS3 switchable three-stage shocks—the setting with the heaviest damping force.
Big but tidy, not much on the course flapped the unflappable Sequoia. The suspension system handled its considerable weight well; even over ruts and potholes, impacts into the cabin were reasonably damped. Aided by the hybrid’s low-end power, it made for a good time in the dirt. The Sequoia powered up the berm and gracefully rolled down the other side as we eased off the throttle. It was only off the jumps that we could really feel the weight upon landing as the suspension rebounded.
Even the looser steering added to the experience, welcoming a less precise line and instead encouraging big, dusty drifts. With its shorter wheelbase and a more even weight distribution (not dragging an empty bed around like the Tundra), the Sequoia felt more controlled and thus yielded greater driver confidence. We were more willing to overlook its full-size dimensions because, in return, it was a ton of fun. And incredibly well-planted.
The biggest negative we observed was some delay in the throttle response.
Conversely, a 4Runner TRD Pro on the same track was much more tail-happy and more chuckable overall. It also jumped the best out of everything Toyota brought out (TRD Pro versions of the Tundra, Tacoma, and Sequoia). Landing absolutely flat and under control, the 4Runner felt like it was meant to fly.
All told, we preferred dirt-tracking in the SUVs more than the trucks. They felt more settled and better balanced, so it was easier to aim their front ends. Our personal preference of the day was the 4Runner, but that’s only because of the feedback its shorter wheelbase provided. Those looking for something more stable would do well in the longer Sequoia.
