Ripping down a dirt road at nearly 35 MPH (56 km/h) felt all too natural for the new 4Runner – and then something surprising happened. The ground pitched up, the Toyota lifted off the ground for a brief moment or two, and then settled back down like an albatross gently landing after a long flight.
That moment, along with several others, helped to clarify something about this new 4Runner: the fact that it’s by far the best one Toyota has ever built.
The truth is that this SUV was long overdue. Last updated in a major way back when Avatar was in movie theatres, the 4Runner nameplate dates back to 1984. Over those four decades, Toyota has cemented the model into the history books by improving upon its rugged and capable DNA one generation after the next.
Read: 2025 Toyota 4Runner Starts Under $41,000, Nearly $16,000 Less Than The Land Cruiser
This new one takes everything fans have loved about it and turns the dial up to 11. It’s more capable off-road than ever before. It’s more comfortable on-road too. And, perhaps most importantly, the lower-tiered trim levels still offer an excellent value. For those with the cash to splash, the top trims will conquer incredibly treacherous terrain.
Finding that out though took driving the 4Runner in most of its forms on most of the terrain it’ll see over its life. We piloted it on-road, off-road, over rocks, dirt roads, and at least one sweet jump. Several times.
QUICK FACTS
Driving The All-New 4Runner
Toyota kicks off the new 4Runner generation with what is essentially the same features and trims as the newest Tacoma. The base engine is a 2.4-liter turbocharged four-cylinder with 278 hp (207 kW / 282 PS) and 317 lb-ft (429 Nm) of torque. Buyers can opt to send that power to the rear wheels only (which is standard on some trims) or add four-wheel drive for $2,000.
Regardless, the power gets to the wheels via an eight-speed automatic gearbox. According to Toyota, it’ll achieve up to 22 mpg too. In addition, a hybridized version of the same powertrain offers 326 hp (243 kW / 331 PS) and 465 lb-ft (630 Nm) of torque. It’ll get 23 mpg combined, according to Toyota, and that’s with standard four-wheel drive. It too comes with eight gears.
In practice, the two powertrains are refined, smooth, and easy to deal with both on and off-road. The base engine in the SR5 trim offers better power and fuel economy than the outgoing V6 of the last generation. This is clearly a win-win situation but on top of that, it’s also smoother thanks to the new gearbox.
In terms of low-end grunt, the base engine feels almost imperceptibly indifferent when compared to the more powerful version. It’s quiet and serene on the road too. Throttle and braking input seems to have a slight delay between initial engagement and mechanical output though. It’s not enough to dislike the 4Runner, but it’s noticeable.
That touch of lag feels more abundant in the hybrid models. Similar to the way the Tacoma i-Force Max behaved in our testing, the 4Runner with the same engine just seems to hang onto inputs a touch longer than we intended. At the same time, the additional power and torque on offer make that nitpick all the easier to ignore.
Steering feedback is very good across the lineup. The new 4Runner feels easy to place in a lane and easy to see out of. If there’s anything to complain about it’s that this is, after all, a body-on-frame SUV, so it rides more like a pickup truck rather than a comfy family hauler. Road imperfections make themselves known in the cabin more than we expected, including in the Limited trim with its adaptable dampers. That said, it’s quieter and more comfortable than in the nearly identical Tacoma.
When The Pavement Ends
Off-road, the 4Runner truly comes into its own. The base SR5 might not have all of the glitzy accessories and features available but it’ll handle the vast majority of what buyers will throw at it with aplomb. Equipped with 4WD, it’ll cost about $45,000. That’s a great deal for anyone who wants a reliable SUV that can still go off-road better than most.
Every additional trim only adds to the 4Runner’s off-road prowess. The SR5, Limited, and Platinum trims share the same 18-degree approach angle and 22-degree departure angle, but the two more expensive ones get an additional 0.7 inches (8.8 in total) of ground clearance. The Off-Road trims have a 19-degree approach angle and a 24-degree departure angle along with 9.1 inches of ground clearance.
Finally, the TRD Pro and Trailhunter trims leverage an extreme 33-degree approach angle along with 10.1 inches of ground clearance. As we took both trims off the beaten path, the 4Runner demonstrated its off-road chops. The TRD Pro is the trim we sent over that jump and it’s worth noting that it did that feat over 30 times (not all at our hand mind you) without major incident or issue. Well, the rearview mirror fell off near the end of the day, but how many buyers will jump this SUV more than a dozen times over its whole life?
More: New Toyota 4Runner Trailhunter Is A Turn-Key Overlanding Machine
In addition, the TRD Pro proved its mettle on a pseudo-high-speed off-road course featuring several steep ascents and descents. Not once did it feel wiley or difficult to control. In fact, it made light work of stopping then continuing while ascending 30-degree and steeper dirt climbs. We then piloted the Trailhunter over the same course we tested the Tacoma Trailhunter on back in April of 2024.
Just like its truck sibling, the 4Runner tackled one rocky obstacle after another including one point where it was tipped some 30 degrees over laterally as we traversed the course. Put simply, the TRD Pro and Trailhunter make off-roading so accessible that they’re really very hard to fault. High-end components like Old Man Emu, FOX, and ARB shocks make these SUVs even more unflinching in the face of dirt, rocks, mud, and sand.
Granted, Toyota sure knows how to build capable off-roaders, the only unknown being the durability of its engines. If either the base four-cylinder or the hybrid ends up with reliability issues, it’ll mar the company’s track record. We pointed that out when we drove the Land Cruiser and Tacoma for the first time last year and, to the Japanese’s credit, these engines haven’t shown any major vulnerabilities.
4Runner Inside And Out
The 4Runner doesn’t benefit only due to its hardware though, as their the design and integration are a key asset. From the outside, this is unmistakably a 4Runner. The body proportions are solid, the key design elements like the forward-slanted C-pillar and the powered rear window are in place, and there are new additions too.
For the first time, buyers can get the 4Runner with integrated LED lighting elements from Rigid. The Trailhunter gets a functional snorkel and an ARB roof rack. Every trim also gets full-speed dynamic cruise control and lane-tracing assist, which show up physically in the form of sensors on the front of the SUV.
That mix of off-road equipment and on-road luxuries continues in the cabin. The SR5 trim comes with a great cloth upholstery that really stands out. The dash is clean, easy to navigate, and appears ready for decades of work on pavement and trails. The climate control setup is super simple, full of physical controls, and provides everything necessary and nothing too fancy.
The upper-level trims provide the same climate control panel but add a much larger infotainment screen to the mix. In addition, the controls in the center console change some too. Rather than simply having drive modes and blank buttons, Off-Road, TRD, and Trailhunter trims get 4WD modes, buttons for locking the rear axle, and, in some versions, one for disconnecting the sway bar.
The seating is supportive and comfortable in the front row with good visibility and adequate adjustment. Importantly, second-row seating is far improved over the experience in the Tacoma. At six-foot-six, I was able to sit in the second row without issue. Notably, the available third-row of seats isn’t so accommodating for adults, but it’ll fit tykes comfortably and offers cupholders on each side of the cabin.
Speaking of storage, the 4Runner has plenty of it, including 12 cup and bottle holders throughout the vehicle. Each door card also has Molle panels for added cargo-carrying flexibility.
More: Toyota Made A New Land Cruiser Pickup And A 2-Door 2025 4Runner For SEMA
Toyota says the 4Runner offers 48.4 cubic feet behind the second row in non-hybrid versions. Third-row equipped 4Runners have 12.1 cubic feet in the very back. Notably, they also lose a little capacity in favor of that third row of seats, resulting in a total of 44.8 cubic feet behind the second row with the third one stowed.
The hybrid version of the 4Runner isn’t available with three rows and, as a result of the battery, has just 42.6 cubic feet in the cargo space behind the second row. On top of that, it’s worth pointing out that the loading floor is considerably higher than in the non-hybrid version of the 4Runner. Of course, for those who need to carry more cargo, the 4Runner can tow up to 6,000 pounds.
Infotainment And Tech
Toyota bakes in a lot of excellent tech into the new 4Runner. Base versions all come with Android Auto and Apple CarPlay along with an 8-inch infotainment system. Six of the available nine trims come with a 14-inch infotainment and a 14-speaker JBL sound system. It includes JBL’s FLEX portable speaker that rests in the dash until you want to remove it.
Overall, both systems worked well, but the larger screen looks far more appropriate in the cabin. In addition, Toyota offers a “Multi-terrain monitor” system with cameras that show the front, sides, or rear of the 4Runner while off-roading. A panoramic view is also standard on the TRD Sport Premium, Limited, and Platinum trims.
A 12.3-inch digital gauge cluster is standard on every trim aside from the SR5 and it’s bright, easy to read, and somewhat configurable too. Buyers can even spec their 4Runner with pre-wired auxiliary switches for adding additional third-party accessories after purchase.
Features like adaptive cruise control and lane tracing work well but could use some additional fine-tuning as the 4Runner feels like it bounces from one side of the lane to the other quite often. At the same time, others, like the cameras mentioned above, make off-roading and parking child’s play.
Competition
The 4Runner is playing in a very competitive field but to Toyota’s credit, it’s at least coming to the fight with applicable weaponry. At the bottom end of the lineup, the SR5 offers a great value for money. Even mid-level trims like the TRD Off-Road, TRD Sport Premium, and Limited are really good propositions in that respect.
At the other end of the spectrum, the TRD Pro and Trailhunter add offer serious off-road capability, but at a very steep price. Perhaps the reason the 4Runner feels so expensive at the top is Toyota’s own doing though. The top trims of the 4Runner, the TRD Pro and Trailhunter, both start at $66,900. With options, one could end up with an MSRP of $68,920, and that doesn’t include the dealer markups we’re already seeing happen.
With $68,920 in hand for a top-trim 4Runner, the Lexus GX is a shockingly direct competitor. It starts at $65,285 and the Overtrail model costs $72,930. That SUV offers an very similar off-road package along with a more powerful twin-turbocharged V6 and a more luxurious cabin. In addition, it features the e-KDSS system which can disconnect the sway bars automatically when needed.
However, the GX not the only competition calling from another house in the family tree. Toyota’s own Land Cruiser starts at just $56,450 and the top trim costs $62,450. Having driven both back to back during this test, I’m not sure why anyone would consider the 4Runner over the Land Cruiser unless they really needed a third row of seats. The drivetrain is identical and short of a few components like the Old Man Emu shocks, the rest of the hardware package is too.
Strangely enough, the 4Runner only has two more real direct rivals from other brands. First, the Ford Bronco offers much of the same in terms of sheer off-road ability but the 4Runner stands out thanks to its excellent cabin quality and solid fuel economy. Then, there is the Jeep Grand Cherokee, which bests the Toyota in terms of interior luxuries but isn’t necessarily better off-road. Much of that will come down to trim level. What should a buyer in this space do? Well, here are our thoughts.
The Verdict
Rejoice all of you who love rugged off-road capable SUVs because we’re living in a golden age regarding them. When was the last time that a single automaker built not one, not two, but four very capable off-roaders and priced them all between $40,000-$70,000? This is what Toyota is doing right now – and that’s to say nothing of the vehicles coming out of Jeep and Ford.
For the consumer, this is a wealth of options that all offer sincere capability, often attractive styling, top-notch tech, and desirable cabin accouterment. The new 4Runner approaches this segment with a lot of history behind it. It might not be the best value at the top of the trim range, but it’s more capable than ever before.
In addition, it continues to be a sincerely good SUV around the bottom of the trim lineup. It’s unknown how the 4Runner, Land Cruiser, and Lexus GX will end up co-existing, but one thing is clear: this 4Runner is one that caters to just about every buyer. Those who want a practical well-built and affordable SUV that can go off-road when needed can get it for $50,000 or less. In our eyes, the TRD Sport Premium might be the best bang for the buck in this line of Toyota’s off-roaders.
Those who want an SUV that prioritizes off-road ability over everyday practicality, while still offering enough on-road manners to live with, also have a great option here. Of course, they’ll have to be willing to pay for it. That seems reasonable for what is, now, the best of a legendary nameplate.
