TOYOTA 2008 SEQUOIA
The Big SUV Branches Out
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 offroader, 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, variableflow 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 competitive with domestic brands of full-size SUVs. As Araya noted above, when it comes to the size thing, Toyota now gets it.
FORD MIDBOX F-150
Putting a
Tradesman’s
Upgrade to Work
in an Off-Road
Setting
Not all vehicles for off-road
adventures are purely for use in
the dirt. In some cases, we need
a “mother ship” that hauls all our stufffood,
tools, camping gear, and the liketo
the trailhead, and keeps it secure
from predators (both the animal and
human type). Ford has come up with a
factory-installed alternative for its bestselling
F-150 pickup. The new MidBox
version puts a new spin on an old
favorite by adding lockable storage
bins on the sides of the cargo bed.
Although developed primarily for tradesmen by Ford’s SVE Commercial
Products division for the Regular (145-
inch wheelbase) and Supercab models
(163-inch wheelbase), this new setup is
catching the interest of off-road enthusiasts
as well. That’s because it adds
both capacity (26.3 cubic feet, with 500
pounds max load) adding versatility to
the traditional pickup bed configuration.
Located behind the cab, and at the
front of the pickup bed, the MidBox is
accessible from both sides of the vehicle.
The two storage bins can be joined
to form one large, transverse box if so desired, or separated and fitted with
sliding drawers.
Not surprisingly, since most buyers
of the MidBox use it for commercial
applications, nearly all order a combination
of drawers and trays for
organizing tools and other gear.
These lock-in/lock-out compartments
roll out smoothly on ball-bearing sliders,
and allow tradesmen to also keep
inventory and equipment neatly
stored away from larger items that
belong in the bed.
For added convenience, the same
key that operates the driver’s door is
also used to lock and unlock MidBox,
so no additional keys are needed. With
maximum security in mind, the MidBox
was designed with latches featuring
double-bitted keys and lock tumblers
that provide exceptional safekeeping of
equipment and supplies.
For a smooth integration with the
standard body configuration, MidBox
makes use of original equipment (OE)
Ford door handles and factory Ford FSeries
production colors. The
double-paneled doors are dent resistant
and feature commercial-grade
weatherstripping, so the interior compartment
is both weather- and
dust-resistant.
Inside, the combination of 10-gauge
and 16-gauge steel panels have a powder-
coated surface for a durable,
corrosion-resistant finish. The MidBox
conversion maintains the structural integrity of the vehicle by using only
existing mounting holes and support
points for installation. Otherwise, the rest
of the vehicle is identical to a regular production
model of the Ford F-150 pickup.
In addition to the MidBox option, the
particular vehicle we checked out also
featured a fiberglass bed cap, also
called a “topper,” with side doors
located above the cargo bed, and an
access door (or double doors) at the
rear replacing the tailgate setup.
Lining the sides of the fiberglass topper
(aluminum is optional) are sturdy
metal shelves for holding tools and
other equipment, but we could visualize
converting the interior to RV-type
accommodations.
In fact, it turns out hunting enthusiasts
are purchasing the MidBox and
topper combo and using them with
great success for their off-road hunting
excursions.
This arrangement is a good example of how something designed for one purpose turns out to have value for a variety of other applications.
The MidBox Professional Mobile Storage System can be ordered by requesting that trucks be built with the RPO Code 55M — MidBox Prep Package.
The MidBox Chassis is sent to SVE Commercial Products where the MidBox is installed, along with other selected options.
It is then re-entered into Ford’s transportation system and shipped directly to a dealership.