Did Toyota really need to build a full-size sport-utility vehicle (SUV)? After all, it’s always had the Land Cruiser — and its upscale cousin, the Lexus LX 430. But the Land Cruiser is an expensive, low-volume truck that enjoys an almost a cult-like following.

After years of pressure by Toyota dealers for a high-volume full-size SUV because of their high profit margin, the automaker finally relented. The result is the 2001 Toyota Sequoia. Was it worth the wait? Definitely.

The 8-passenger Sequoia was specifically designed for the U.S. market and competes head-to-head with the similarly sized Chevy Tahoe and Ford Expedition, and to some extent with the Isuzu Trooper and Mitsubishi Montero.

Built in Indiana, the Sequoia is not a “ground up” new vehicle. It’s based on Toyota’s rugged full-size Tundra pickup, and is assembled in the same plant.

The Sequoia, which is the largest vehicle ever sold in this country by a Japanese automaker, is bigger and roomier than the costlier $52,895 Land Cruiser. Sticker prices range from just shy of $31,000 for the fairly well equipped, entry-level, rear-drive SR5, to just over $42,000 for the top-line LTD 4-wheel-drive version — which was our test vehicle.

It offers a modified Tundra front suspension but the rear half of the frame is different from the Tundra’s. It also has a different rear suspension which gives it a more comfortable ride, although it’s still pretty truck-like. Many buyers of big, highly civilized $30,000-plus SUVs demand a car-like ride. However there’s only so much engineers can do to make a truck ride like a car when using essentially the same frame and chassis as a heavy-duty pickup.

It wasn’t rocket science for Toyota to figure out very few Sequoias will ever be taken off-road, but ease of engagement and the ability to perform off road still count. The Sequoia equals its competitors here because like them, the 4-wheel-drive system works with the push of a dashboard button, ground clearance is high and the effective 4-wheel-drive system has a low range.

During the test period, I had the opportunity to drive the Sequoia under a myriad of conditions on a ski trip to Mt. Spokane. It did pretty well off-road and through the snow going up the mountain as well as over the pass on I-90.

Toyota engineers have also done a lot to give the Sequoia good stability during regular highway driving and to blunt the criticism of full-size SUVs being rollover candidates. Traction control is standard on both the two and four-wheel-drive versions and a skid control system helps maintain cornering stability in situations where it’s about to lose its grip on the road — like coming down the icy Mt. Spokane road.

Although a bit heavy, steering is pretty quick, allowing 5,000+ pound Sequoia to be driven much like a car, although it’s too big, heavy and high to handle like one. But thanks to front/rear anti-sway bars it’s easy to maneuver when not in a confined area.

Safety-wise, the standard anti-lock brake system with Toyota’s Electronic Brake Distribution system adjusts braking to the load carried to provide confident stopping.

Side-impact airbags and curtain-shield side airbags are optional for front occupants on all models and three-point seat belts are standard at all seating positions. There are also height-adjustable belt anchors for front-seat occupants and outboard passengers in the second row.

Under the hood, is a 4.7-liter, DOHC, four valve per cylinder, 240-horse version of the Tundra’s V8 that’s coupled to a responsive 4-speed automatic. It offers strong acceleration to about 70 mph, where it revs at 2300 rpm for relaxed highway cruising.

In consideration of political correctness, this powerplant earned the EPA ultra-low-emission status, but it only delivers an estimated 14 mpg in the city and 18 on the highway with two wheel-drive, and 14 and 17 with 4-wheel drive.

It’s no secret that Toyota — Japan’s largest automaker — is less than bold when it comes to styling, and the Sequoia is no exception. It could be easily mistaken for either of its domestic competitors at a quick glance. That doesn’t mean it’s unattractive, and it does feature Toyota’s superior assembly quality and superb fit and finish.

Inside, the Sequoia offers exceptionally comfortable seating that is high in a soothingly quiet, thoughtfully designed interior. The front captain’s chairs are especially comfortable, instrumentation is easy to read and the smooth controls are easily accessible and boast high-quality materials. The cupholders are large enough to hold a medium sized bottle of water and the rear doors have windows that actually roll all the way down.

Seating is very versatile, with second-row seats in a 60/40 split/fold/recline/tumble configuration. The third-row 50/50 split seats are easy to reach. They too, fold, recline and tumble — and can slide forward and back to adjust for both passenger legroom and rear cargo area. Each rear-seat half weighs 52 pounds and is fairly easy to remove.

Cargo room is pretty decent, and with the third-row seat folded down easily accommodated ski gear — including skis and poles for three people — something that can’t be said for all larger SUVs.

Whines: The engine is noisy during hard acceleration and the Sequoia’s towing capacity is not all that impressive for this class of SUV. A larger V8 with more torque would improve this truck immensely. Large outside mirrors are a great help in maneuvering, but poor rear visibility can create a parking problem.

Applause: The Sequoia is roomy, quiet, extremely comfortable — especially on a long trip. It handles better than you might expect for a vehicle this size, and its eight passenger seating, especially the third row, is easy to deal with. It offers ample cargo room and is value priced for what you get.

Bottom Line: In short, it’s one of the nicest new large SUVs to come down the road. With Toyota’s legendary quality and excellent reputation, expect the Sequoia to be a strong contender in the large SUV segment that’s been dominated by Ford and GM.