Today, GM has announced that it’s bringing Google’s Gemini AI chatbot to model year 2022 and newer Cadillac, Chevrolet, Buick, and GMC vehicles in the US “with Google built-in”, which means running Android Automotive. GM says approximately four million vehicles are eligible for this update, which makes it “one of the largest deployments of Gemini in the industry”.
As you’d expect, when you get Gemini you can talk to it in a natural way, without needing to memorize specific commands or to repeat any context. “You can debate big ideas, explore random curiosities, and even send texts translated in different languages – all while keeping your hands on the wheel and eyes on the road”.
The update that brings Gemini to the aforementioned vehicles will unfortunately take several months to arrive on all of them. To use Gemini, if you own one of these vehicles, you need to make sure you’re connected to OnStar, signed into the Google Play Store, using US English as your assistant language, and opt into Gemini.
The update will expand to additional GM markets and will support more languages “over time”, the company says in its official press release.
Being a development driver has to be one of the most fun jobs in the world. That’s until you bin an expensive prototype.
It’s exactly what happened to an Audi test driver at the Nurburgring. He was piloting a 2027 RS6 Avant mule around the track when he went off at the right-hander just before the carousel. The test vehicle understeered and smacked the barrier, causing minor damage.
The new RS6 could get a plug-in hybrid V6 under the hood. Some reports also talk about the possibility of a twin-turbo V8 plug-in hybrid setup. However, the last time Audi built an RS6 sedan, it was powered by a 5.0 liter twin-turbo V10 engine producing 571 bhp and 479 lb-ft of torque.
The new Audi RS6 will be based on the Premium Platform Combustion (PPC) architecture. It will compete with the BMW M5 and Mercedes-AMG E63.
Next year will mark the 10th anniversary of the second-generation Tesla Roadster’s reveal in prototype form, and there’s still no sign of a production model yet.
The new Tesla Roadster has been delayed at least eight times since its initial unveiling in 2017, with the latest estimates suggesting a production start in 2027 or 2028. Given that time frame, there’s a high chance a surprise Chinese electric supercar equipped with rocket boosters will beat the Roadster—including its optional SpaceX package featuring 10 cold-gas thrusters—to market.
We’re talking about the Nebula Next 01 Jet Edition, a bonkers electric four-door supercar project coming from the most unlikely of manufacturers—Chinese robot vacuum maker Dreame Technology (which also makes a bunch of other smart home appliances).
The Rocket-Boosted Electric Supercar That Came Out of Nowhere
Unveiled yesterday at the Dreame Next event San Francisco, the Nebula Next 01 Jet Edition is a rocket-powered electric vehicle featuring a custom-built dual solid-fuel rocket booster system that gives it otherworldly performance—at least on paper.
Dreame Technology claims a neck-snapping 0-62 mph time of 0.9 seconds, which is unprecedented for a production vehicle. Not even the world’s quickest EV, the 2,200-hp Ford Mustang Cobra Jet 2200, can come close, as the electric dragster goes from 0 to 60 mph in 1.66 seconds.
Dreame says in a press release that the Nebula Next 01 Jet Edition’s rocket booster system responds in 150 milliseconds and generates a peak thrust of 100 kN—the equivalent of 22,480 pounds pushing down due to gravity.
No other powertrain or performance specs were disclosed, but Dreame did say the vehicle uses a CTP 4.0 (cell-to-pack) battery integration technology, which removes the traditional crossbeams and longitudinal beams from the battery pack to free up vertical space in the chassis. The company also said the car includes an ultra-high-definition DHX1 LiDAR unit for advanced driving assist features.
Vaporware or the Real Deal?
Dreame Technology
The Jet Edition appears to be based on the Dreame Nebula 1 electric supercar concept that debuted earlier this year at CES. That vehicle allegedly has a total of 1,876 horsepower from four electric motors and is capable of sprinting from 0 to 62 mph in 1.8 seconds.
Before dismissing the Nebula as vaporware, Dreame claims it has been working on its first car project for more than a decade, with the Nebula Next 01 Jet Edition pitched as a statement of its engineering. Dreame says that its decision to build vehicles “came only after the company had accumulated sufficient depth in technology, organization, capital, and global capability.”
Dreame Technology
So, what’s next? Last year, Dreame announced plans to build a factory outside Berlin, Germany, not far from Tesla’s Gigafactory Berlin; it hasn’t provided an update on the status of the plant project since. The company says it aims to start production of the Nebula Next 01 Jet Edition there in 2027, which is an insane timeline until you realize Chinese companies operate at a completely different speed than their western counterparts.
The Autopian sent an engineer at the reveal of the Nebula Next 01 Jet Edition concept and he wasn’t very impressed, noting that the two rockets at the rear have no gaps around them and “everything has been blocked by plastic covers.” Plus, the vehicle has no air inlets and outlets, and the grilles are decorative and blocked off. His conclusion was that those aren’t actual rockets, they’re just made to look like the real thing.
Of course, there’s also the possibility that the vehicle is just a design buck showcased for illustration purposes only, and a functional prototype exists somewhere. We’ll see if that’s the case if we ever hear about this rocked-powered EV supercar again.
Cost-of-living pressures are no joke right now, and for car enthusiasts that sting cuts a little deeper. Spending money on a fun set of wheels is one of the most discretionary things you can do, especially when the price of everyday life keeps climbing.
Mercedes-Benz
Founded
June 1926
Founder
Karl Benz, Gottlieb Daimler, Wilhelm Maybach, and Emil Jellinek
Headquarters
Stuttgart, Germany
Owned By
Daimler AG
Current CEO
Ola Källenius
The good news is that classic cars open up a world of opportunity for buyers on a budget, as there are still many hidden gems that you can buy for the equivalent of a deposit on the average new vehicle. These are the kinds of machines that still make you glance back after you park and start walking away, all while delivering the kind of analog driving experience that modern cars often struggle to match. A prime example is the fourth-generation R129 Mercedes-Benz SL-Class, which blends old-school vibes with timeless roadster appeal.
Pricing and market details were accurate at the time of writing but are subject to change.
The Last SL With An Inline-Six
R129 Mercedes-Benz SL-ClassVeloce Publishing
Key Facts To Know
Sold in the US from the 1994 to 1997 model years
Powered by the M104 engine with a 3.2-liter displacement
Rarer than the V8 version of the R129 generation SL
The SL-Class is a legend, not just among Mercedes-Benzes, but in the wider automotive world, too. The SL nameplate, an abbreviation for the German translation of “sport light,” was born from racing, specifically with the original 300 SL “Gullwing” launched in 1954 as a road-going counterpart to the W194 race car, which marked Mercedes’ return to motorsports after the Second World War.
The production version owes much to influential New York importer Max Hoffman, who convinced Mercedes that a high-performance sports car aimed at the booming postwar US market would find eager buyers. Hoffman also persuaded Porsche to build the 356 Speedster for America.
The R129 SL-Class debuted at the 1989 Geneva Motor Show, leaving behind the curvier, more classic lines of its predecessors in favor of a clean, straight-edged design crafted under the Bruno Sacco era. Beneath its angular skin, the R129 was a showcase of cutting-edge Mercedes engineering. It introduced an automatically deploying roll bar, integrated three-point seatbelts, adaptive damping, and a surprisingly aerodynamic shape for a roadster of its size and shape.
Mercedes-Benz SL500 exterior roof down viewMercedes-Benz
1994-1997 Mercedes-Benz SL320
Engine
3.2-liter inline-6
Transmission
5-speed automatic
Power
228 hp
Torque
232 lb-ft
0-60 mph
8.4 seconds
Top Speed
149 mph (governed)
Original MSRP
$79,600
The R129 was sold in the US from 1990 to 2002, and the base SL320 trim, offered from 1994 to 1997, tends to be the most affordable option today, together with the SL300 trim it replaced. Its 3.2-liter inline-six is generally more reliable than the V8 and V12 engines offered in this generation of the SL, and it carries historical significance: the SL320 was the last SL-class to feature an inline-six, continuing a tradition that dates back to the original 300 SL.
Of course, you sacrifice some performance with the smaller engine. The SL320’s 3.2-liter inline-six produces 228 horsepower, compared with 322 hp in the SL500’s 5.0-liter V8 and 389 hp in the flagship SL600’s 6.0-liter V12. The SL320 replaced the SL300 in 1994, which also used an inline-six and offered similar horsepower to the SL320 but lower torque.
In the US, the R129 was generally paired with a four-speed automatic, though early SL300s briefly offered a five-speed manual. The SL320, however, came exclusively with a five-speed automatic.
The SL320 used an engine known as the M104. It’s a smooth, naturally aspirated engine with dual overhead cams and 24 valves, though fuel economy wasn’t all that better than in the V8-powered SL500, which is part of the reason the M104 was discontinued.
After the engine finally bowed out from the Mercedes lineup around 1999, the automaker wouldn’t return to the inline-six format for almost two decades. Inside, the SL320 and other trims in the R129 generation, the cabin blends classic Mercedes luxury with driver-focused ergonomics: leather seats, power-adjustable controls, a wood-trimmed dash, and a functional, uncluttered layout that felt modern back then and reassuringly analog today.
On the road, the SL320’s inline-six should be more than enough for everyday driving. However, excitement only starts higher in the rev range, with the redline coming at 6,200 rpm. The benefit is that you get to work the engine a lot more compared to the V8 and V12 models, which build speed without being pushed hard. Buyers will find the ride definitely more on the grand tourer side than that of a sports car.
How Much To Pay Today
R129 Mercedes-Benz SL-ClassVeloce Publishing
Over the past five years, the R129 SL-Class has quietly shifted from “old car your grandpa might drive” to a legitimate collector’s car. That transition isn’t finished yet, which means there’s still time to get in before prices climb further. Scan today’s listings and you’ll find SL320 examples starting at around $10,000. That still sounds like a bargain, but it’s worth noting that about five years ago, that was roughly the average asking price.
At that entry point you’re typically looking at cars with well over 100,000 miles today, though that’s hardly a deal-breaker if the maintenance history checks out. Drop below the six-figure mileage mark and prices begin to climb quickly. Clean cars in the 50,000-70,000-mile range often push past $20,000. Step up to the V8-powered Mercedes-Benz SL500 and you’ll usually pay only a modest premium, while the V12 Mercedes-Benz SL600 is rarer and can command roughly double the price of the lesser variants.
When it comes to reliability, the SL320 is often considered the safest bet in the lineup. Its inline-six has fewer moving parts than the V8 and V12 options, which keeps complexity down and long-term durability up.
The engine was also widely used across Mercedes models of the era, so parts availability and mechanic familiarity remain strong today. The biggest issues tend to not be so major, typically things like leaks from the valve cover gasket, front timing cover, and oil filter housing. As with any classic car, a solid maintenance history is key, and having a trusted mechanic familiar with older Mercedes models will definitely make ownership less of a headache.
As mentioned above, Mercedes waited nearly two decades after the M104’s retirement to bring back the inline-six, this time in turbocharged form with the M256 engine, introduced in 2017. Available in 2.5- and 3.0-liter displacements, it debuted in the Mercedes-Benz S-Class and has since spread across much of the lineup, though not the SL. The M256 features lightweight aluminum construction and 48-volt mild-hybrid technology, which in some variants powers an electric supercharger for quicker spool and smoother response.
Despite the ongoing push toward electrification, Mercedes, much like several other automakers, shows no sign of abandoning the inline-six again. AMG has developed a high-output version that produces 429 hp on its own, while in some applications it’s paired with plug-in hybrid systems. The most potent is in the 2026 E53 Hybrid, which delivers a launch-control-ready 604 hp, roughly matching the power of the outgoing E63’s twin-turbo V8.
The latest Mercedes-AMG C63 S E Performance is mad fast, but AMG customers missed the thunder a V8 brought to the party.Mercedes-Benz
The inline-six is set to appear in more performance applications at AMG soon. The Affalterbach tuner has confirmed it for a new C53, which will replace the current unloved AMG C63 and its plug-in hybrid powertrain built around an inline-four. It remains unclear whether the C53 will use a plug-in hybrid system like the E53 Hybrid or rely solely on the M256 engine alone, as in the AMG CLE 53, where the engine is rated at 443 hp. We should know more soon, however, as the C53 is expected to debut for the 2027 model year as part of an updated C-Class range.
A Timeless Mercedes You Can Still Afford
1995 Mercedes SL600 exterior viewMercedes-Benz
The beauty of the R129 SL320 is that it still delivers the things enthusiasts crave: long-hood proportions, a silky inline-six, and that vault-solid Mercedes feel. Yet it costs less than many new-car down payments. In a world of ballooning prices, it’s a rare reminder that a car you can genuinely desire doesn’t have to come with a huge price tag.
Chery has been one of the fastest growing brands in Australia and over the last 18 months has launched Omoda Jaecoo as a sub-brand geared towards younger “adventure-focused” families.
Now, the automotive giant is in preparation to launch another sub-brand in Australia, which it calls Lepas, and has revealed two BEV models heading towards our market.
These will be the Lepas L4, a small SUV, similarly sized to a BYD Atto 2 or recently revealed Ora 5 EV , while the L6 is a bit bigger, more Geely EX5 length car.
The L4 will be available as a BEV, along with a hybrid powertrain, although details on the battery and motors are likely to be revealed in the coming months.
Both models were also showcased at the currently running Beijing Auto Show and have so far received quite a positive reception from international media that attended.
That’s because the Lepas brand is geared specifically for international markets, including right-hand-drive markets like Australia and New Zealand.
Image: Lepas SA
These models will ride on the LEX platform, which allows the brand to incorporate the latest BEV architecture into these cars.
Although local technical specifications are yet to be confirmed, the L4 specs in other markets show a 67.1 kWh battery pack, powered by a 160 kW motor.
This will help the car accelerate from 0-100 km/h in just under 8 seconds, which is fairly respectable for a small city electric SUV.
The battery is expected to offer around 400 km of range, and charging it should take under 30 minutes at the right DC fast charger.
Inside, the car’s interior is similar to that of the Omoda Jaecoo J5 EV, particularly the screen behind the steering wheel and the main portrait infotainment screen found in the centre.
There’s also a wireless charger and two cup holders with the cabin layout aimed at being quite minimalist.
Detailed specifications for our market will be revealed along with the pricing of the car. We expect it to be priced above the current Omoda Jaecoo J5 EV, which has an introductory offer of $36,990 driveaway in Australia.
Given the success of the J5 EV, we’d be keeping an eye out for the L4 and the L6, as they could also see solid sales once they debut closer to the end of 2026.
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Paper receipts seem a bit quaint in the digital age; heck, even wallets are made out of 1s and 0s these days. But sometimes, a receipt is worth a heck of a lot more than the paper it’s printed on, as one Canadian couple found out when Enterprise sent them a bill for nearly $10,000 (Canadian) after returning their rental car.
The claim? They’d filled their rental car with diesel rather than gasoline before returning it.
The couple from British Columbia rented a Dodge Durango last April from National (an Enterprise brand). Before returning it to Edmonton International Airport, they stopped to fuel it up, adding 48 liters of gasoline (more than 12 gallons—about half a tank in a V6 Durango). They dropped it off without incident.
A week later, they were contacted by Enterprise to inform them that their rental had been filled with diesel, rather than gasoline, and that because they were in possession of the vehicle when it allegedly happened, they owed Enterprise $9,500 CAD to cover the cost of repair.
Filling up a gasoline car with diesel fuel rarely results in serious damage. If the mistake is discovered right away, it’s usually a matter of just draining the fuel tank and perhaps replacing the fuel filter and pump, but if the diesel is ingested further into the car’s fuel system or engine, everything has to be purged of any residual fuel. That can get expensive, and evidently, Enterprise wanted to stick the couple with the bill.
But sure enough, they had their receipt—receipts, in fact. Apparently, the fuel pump shut off prematurely the first time around, forcing them to top it off. And the detailed receipt showed not only the time and date of the fill, but the fact that they had selected gasoline.
Moreover, after being contacted by Enterprise, the couple contacted the gas station to ask whether a screw-up was even possible. They were sent a photo clearly demonstrating that the pump they had used (also documented on the receipt) didn’t even have a diesel fuel dispenser.
That’s no guarantee that what they pumped into the car wasn’t actually diesel; fuel trucks goof that up more often than you might expect. Still, it was enough to demonstrate that the couple hadn’t done anything negligent. The fact that they made it to the airport at all invites more suspicion of Enterprise’s accusation; the station was nearly 25 miles from the airport. If the tank had been half-filled with diesel, there would have been signs.
On top of that, the Durango is equipped with a fuel filler that would prevent diesel nozzles from fitting. Taken together, this all should have convinced Enterprise to drop the claim, right? Nope.
Instead, the couple had to go to the media to bring pressure against the rental agency. When pressed to comment on the situation, Enterprise instead dropped the claim.
The moral of this story? Keep your receipts, or at least take a picture of them. That tiny slip destined for the trash can may be worth a lot more than you realize.
HONDA Australia says its revised CR-V medium SUV will join an incoming range of new and updated models that will drive up total sales volume for the importer by the order of 10 per cent by year’s end.
The Japanese car-maker sold 15,383 units nationally in 2025, an improvement of 9.2 per cent on the preceding year.
Honda Australia director of automobiles Robert Thorp said this will be improved again in 2026, suggesting the brand is in a phase of sustainable growth.
“When you look at year-on-year sales results to the end of March 2026 – which was build off significant improvements in the business that aren’t necessarily seen at the front-end – we are in a very solid position,” said Mr Thorp.
“We have laid great foundations on which to build additional growth into 2026, and that’s in spite of a market we are expecting to remain rather flat.
“(In hard numbers), we are looking for another 10 per cent this year … which will come largely from new product entering the portfolio.”
Mr Thorpe discussed the timing of models including the imminent CR-V facelift and reborn Prelude coupe, as well as an updated ZR-V and new-to-market Super-ONE, a small electric hatch that will make its local debut in late 2026.
But for now, the focus for Honda Australia remains somewhat transfixed on growing its CR-V footprint.
Competing in the dominant sub-$65 medium SUV segment, the CR-V has found more than 244,000 Australian buyers since it debuted in 1997.
Six generations on, the CR-V remains a staple of the Honda line-up, and a vehicle that is capable of growing the brand’s segment share, despite a notable increase in the number of rivals.
“I think there is further scope for improvement with the CR-V … driven largely by the updates we have introduced today and our transition to electrification through hybrid technology,” said Mr Thorp.
While Honda is set to introduce a battery electric model to market soon, it is noteworthy that its CR-V arrives without a plug-in hybrid alternative, relying solely on petrol and petrol-electric hybrid power in its bid to draw in Australian buyers.
“While the market is shifting and changing quite rapidly, we think that is actually the right strategy for now,” Mr Thorpe said of the current CR-V’s driveline strategy.
“Hybrid (technology) in particular doesn’t require any consumer behavioural change, it is actually an easy transition for people to make. It also provides the sort of power and driving capabilities that people want.
“Honda has been in the hybrid space for a long time, and in fact were pioneers in many ways. Now, we are seeing that over half of the sales in the (sub-$65K medium SUV) segment were electrified or hybrid in nature … that is where the mass market is naturally moving.”
In meeting that demand, Mr Thrope suggested that up to 80 per cent of Honda Australia’s sales volume could come from hybrid-powered vehicles by the end of 2026, possibly driving a Toyota-style push to delete petrol-only offerings from much of its line-up.
“While I don’t have a definitive time on when that will happen, I would say it’s probably not too far away,” he told GoAuto.
“My estimation would be somewhere between 2027 and 2028. We will make that adjustment strategically when the market shifts, or as consumer preferences shift.
“But it is likely our (CR-V) line-up will become all-hybrid.”
While the forecast success of the CR-V for Honda Australia marks a turnaround of sorts, the hard data suggests sales of the once-dominant medium SUV have slipped significantly since the importer moved to an agency style sales model in July 2021.
VFACTS figures show sales of the CR-V have fallen considerably since a high of 16,107 units in 2018 to a low of 5547 units at the end of 2024.
Last year, Honda Australia sold 5595 examples of the CR-V locally, giving the model a modest 2.3 per cent segment share against a field now comprising 33 entrants – including a growing number of lower-priced electrified models from Chinese brands.
During the first quarter of this year, Honda sold 1850 examples of the CR-V in Australia, giving the model a 3.2 per cent share of the segment and placing it just outside of the segment top 10.
Year to date, the CR-V ranks eleventh in the sub-$65K medium SUV segment behind the Chery Tiggo 7 (2323 units and 4.1 per cent share), Subaru Forester (2979 units and 5.2 per cent), and Nissan X-Trail (3761 units and 6.6 per cent).
In the transition to a new-generation model, Toyota’s usually big-selling RAV4 managed just 3842 units for a 6.7 per cent share, outsold by the GWM Haval H6 (3844 units and 6.7 per cent), Kia Sportage (4322 units and 7.6 per cent), BYD Sealion 7 (4486 units and 7.8 per cent), Hyundai Tucson (5476 units and 9.6 per cent), Mazda CX-5 (6247 units and 10.9 per cent), and Mitsubishi Outlander (6363 units and 11.1 per cent).
Honda versus CR-V sales 2016-26*:
*Sales data supplied courtesy of VFACTS.
^Forecast model sales based on Honda Australia’s projections
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The 2026 Toyota Sequoia Capstone has some good design elements and a reasonably high level of front-seat luxury. But after a week of roaming around in this family-hauling, trailer-towing luxo barge, what I found most was wasted space. The exterior proportions are caricature-huge, and inside, passengers seem to sit about a mile apart. Yet somehow, the cabin still feels cramped and doesn’t hold as much cargo as it theoretically should.
Frankly, I did not particularly like the first or second-generation Toyota Sequoia, either. They both had the same problem this truck does: acres of flat plastic punctuated by rectangular controls, enormous footprints, but impractical interior proportions. Nevertheless, I hopped into this $90,000 range-topper with an open mind. Those fenders are nice. And the i-Force hybrid system provides good power and great towing capacity while achieving passable fuel economy.
This vehicle makes a lot of sense for a family of four who do serious towing—maybe you have a boat, a horse, or a UTV. Its hybrid powertrain has great grunt, and the max tow capacity is nearly 9,000 pounds. That’s enough to pull two horses in a nice trailer; a job typically reserved for Super Duty-sized trucks.
Andrew P. Collins
Otherwise, the hybrid battery and solid rear axle are actually kind of a burden because of how much interior space they eat into. Objectively, it’s got good road dynamics for what it is, and the powertrain is impressive if you’re not put off by recent reliability issues. But the execution of the luxury trimmings leaves the Sequoia Capstone in a no-man’s-land between highline cars and frumpy family taxis, and did I mention it feels annoyingly large?
The Basics
The 2026 Toyota Sequoia is a big three-row SUV with traditional body-on-frame construction, a slightly more modern twin-turbo V6 hybrid powertrain, and an old-school solid rear axle. The truck (you can definitely call it a truck) starts at about $65,000. From the base SR5 model, you can go for a TRD Pro off-road variant (better suspension, some skid plates), a few in-between trims, and this max-luxe Capstone. My demo car rang up at $86,530.
Andrew P. Collins
Power claims are impressive: 437 horsepower and a stump-ripping 583 lb-ft of torque. It also runs on 87-octane (regular) fuel, which is nice; filling a 22-gallon tank with premium is brutal nowadays, even if you can afford a $90,000 vehicle. The transmission is a 10-speed automatic, which is plenty competent. The 4×4 variant most people will buy claims 19 mpg city, 22 mpg highway, and 20 mpg combined. You can also opt for a two-wheel drive version (perfectly reasonable, especially if you live anywhere between South Carolina and Texas) that claims 21 mpg city, 24 highway, and 22 combined. Not bad for a 6,185-pound monster. Yep—this beast weighs a full three tons before you even load passengers. Better read those bridge signs in small towns!
For all this imposing presence, the Capstone does not sit high off the ground. Well, the roofline towers at about 75 inches. But ground clearance is only 8.6 inches. Even the TRD Pro has just 9.1 inches of clearance—a Subaru Outback Wilderness has 9.5.
Driving the Toyota Sequoia Capstone
Before you can drive the Sequoia, you have to climb into it, which is bizarrely arduous for a family car. I’m six-foot tall and had to make a mild effort to step over the side-step and enter the truck. That said, I may be simply the wrong height—the power-deploying side steps were too low to help me, but the door sill was too high to easily mount. If you’re on the shorter side, I feel that would get old very quickly.
From the driver’s perspective, the cabin experience is dominated by a larger-than-laptop-sized screen on the dash (14 inches). There are some cool and rugged-looking design elements, like the staunch switch bank below the screen and the immense center console. Those are standard Sequoia features, though—the Capstone stuff is kind of a mixed bag. The wrapping on the grab handles looks cheesy. The massaging seats are lovely. The purplish-brown-on-grey (“Shale”) interior has the aesthetic of Staples-brand office furniture. Like, not the worst, but not something one aspires to.
Andrew P. CollinsAndrew P. Collins
With no trailer, no cargo, and just a 45-pound Australian Shepherd on a passenger seat, the Sequoia seriously scoots from a stop. Braking is also very good, again, considering the truck’s weight. And that weight actually helps it ride better. Hauling the hybrid battery around is like having a load in the bed of a big pickup—the stiff springs become more compliant when they’re somewhat laden.
Reasonable-speed driving dynamics are predictable. Visibility is fine, but thick pillars and a high beltline make the view less “commanding from tower” and more “peering out from behind a wall.”
Unfortunately, I was not able to tow (where it would have shone, based on specs) or take this truck off-road, where it would have immediately gotten high-centered climbing the first obstacle.
The rear window portal is nice for small-item access, but unlike the 4Runner, you can’t really drive around with this open. With the whole hatch open, you can see the cargo tray. Andrew P. Collins
Highs and Lows
The engine’s pulling power and the 10-speed transmission’s responsiveness are very good. Fuel economy is impressive. The general design of the dash is cool, and the layout of the real buttons is good. But the Sequoia’s utility is too low given its size. Yes, the towing spec is spectacular, and if that’s your priority, this is worth looking at. The functional aspects you’ll touch every day, though, like ingress/egress and interior cargo space, are just too unfriendly for a family-oriented vehicle.
The third row seats are power-folding, which does make it a little easier to get stuff into the back without flipping too many levers. But when they go down, they only kind of get out of the way. And fully removing them is not trivial, unlike it was with old SUVs. Toyota has a little shelf system that helps with cargo management, but even my spring-loaded dog had to rev up to hop in.
Value and Verdict
The Sequoia is priced pretty reasonably compared to its peers (Nissan Armada, GMC Yukon, Ford Expedition). All these big seven-seat SUVs have luxury trims like Toyota’s Capstone, and they all list out in the $80,000s. As far as the Capstone’s value for money, I’m underwhelmed. The powertrain’s great, but the high-trim elegance isn’t cutting it for me at this price.
Personally, I hated this truck. It has some good qualities, and there are drivers out there who could make use of its capabilities. But overall, for most families looking to do the daily grind and some weekend adventuring, there are better and more sensible choices out there.
Andrew P. Collins
Toyotaprovided The Drive with a seven-day loan of this vehicle for the purpose of writing this review.
