Toyota 4Runner

Given its trail-ready capabilities, the 4Runner TRD Pro is quite livable—for drivers who feel the call of the great outdoors. For such enthusiasts, it’s satisfying to drive every day, knowing the weekend can bring great adventures. There are significant performance trade-offs, which we outline below, but they are intrinsic to the design of a true off-roader. It feels more modern and refined than the Jeep Wrangler, and our team strongly favors it over the Ford Bronco, as well. Instead of this trim level, buyers could choose a more street-friendly version, such as the SR5 or Limited, or they can even go to further factory-built extremes with the Trailhunter.

The interior resembles the Tacoma, with an abundance of physical controls: buttons, knobs, and switches galore. Frankly, it is a bit refreshing, as most new vehicles have a high dependency on touchscreens. There are buttons that are hard to find amid the clutter, like the fan speed or emergency flashers. The detents on some dials, like the volume knob, are too subtle or nonexistent, removing some expected feel when turning them. The grid of buttons to the left of the driver is both overwhelming and filled with possibilities, as there are several AUX buttons for adding electric accessories, like lights or a winch.

The TRD Pro’s cabin is well put together, and it includes a few welcomed red accents, stitching, and badging to acknowledge that this is one of the more special configurations. However, for the $67,000 price tag, the team would have liked a little more pampering or upscale trim. For example, we appreciate the padded front and rear window sills and the front door inserts, but the rear door panels are hard. The bin under the front center armrest has a thin, removable felt base, and there are rough edges along the lip. And the headliner has a low-cost, fuzzy cardboard feel. There are some nice textures throughout, such as on the grab handles and some controls, that are satisfying to use. Arguably, the money spent on the TRD Pro went to the hardware, and that may be the right priority for the target customer.

There are many places to tuck off-roading essentials, like small tools and gloves. We like the plastic “netting look” door pockets and well-defined, supportive bottle holders. It is convenient to park your smartphone on the wireless charger. We even like the odd-shaped cubby to the right side of the console. However, the bin under the center armrest is shallow.

4Runners with the hybrid powertrain have a 2,400-watt AC power supply in the cabin and cargo areas—convenient for camping, tailgating, or running a laptop. The TRD Pro we rented also had a built-in air compressor with an air hose that could be handy for airing tires up after reducing pressure to increase the tire contact patches for off-roading through sand dunes or on a beach. Of course, a compressor can be helpful for topping off bicycle tires, as well. Plus, the TRD Pro includes a full-sized spare tire—an essential for off-roading. However, the SR5 does not.

As in the Tacoma, the 4Runner driver sits upright in a chairlike posture, with a clear view of the instrument panel and essential controls. This is a notable improvement over the previous 4Runner, which had a lower seat base that caused legs to be outstretched. Drivers with shorter arms had to lean forward to reach the center touchscreen. There is a decent foot rest to the left and no center console intrusion on the right. Plus, the armrests are well placed and symmetrical. All this adds up to an easy place for smaller and larger drivers to get comfortable.

The front buckets in the TRD Pro have a wide base and torso area, with the bolsters gently hugging wider frames. Drivers of various sizes found them comfortable. The seats are fairly soft. However, the upholstery is a bit slippery, and the head restraint is rock hard, making us concerned about heads being dribbled against it like a basketball on bumpy trails. The lumbar controls allowed for good adjustment, and we appreciated the memory function that saw the driver’s seat power back on exit.

The 4Runner TRD Pro performed very well ascending our rock hill course like a turbocharged billy goat, aided by its electronically locking rear differential, electronically actuated front stabilizer bar disconnect mechanism, adjustable monotube off-road tuned shocks, and 33-inch all-terrain tires. The stabilizer disconnect mechanism noticeably provided more suspension travel and articulation for getting over larger rocks. The Fox QS3 adjustable shocks were fairly soft, resulting in quite a bit of body motion, but this compliance aids in the TRD Pro’s ability to maintain traction on rough terrain. Most of us also thought the throttle tuning was quite good, in that it wasn’t overly sensitive and it was easy to modulate your input even when slowly ascending the rock hill. The 360-degree camera system shone here, providing front, side, and rear views of the vehicle. The front view is especially useful as it projects the path of the wheels, making it easy to choose a line and place the wheels exactly on that line.

Two turbocharged four-cylinder engines are offered, each with an eight-speed automatic transmission. (The previous 4Runner used a 4.0-liter V6 and a five-speed automatic.)

The base engine produces more horsepower and torque than the previous V6, rated at 278 hp and 317 lb.-ft. of torque, respectively. This is the powerplant for the SR5, TRD Sport, and TRD Sport Premium. The TRD Pro is fitted with the i-Force Max hybrid engine, which integrates a 48-hp electric motor into the powertrain. This combination boasts 326 hp and 465 lb.-ft. of torque, giving the SUV a maximum towing capacity of 6,000 pounds. The added electric shove makes this powertrain feel much more robust than the previous V6, aided by a healthy dose of midrange torque.

That said, the hybrid engine is undeniably trucky, with a mechanical chorus as the transmission hunts for the ideal gear. Ultimately, it sounds quicker than it is, and the specs on paper are more exciting than the straight-line acceleration. The driver-selectable modes make a big difference. Sport makes the powertrain more responsive and entertaining by holding lower gears and keeping revs a bit higher. On the highway, Eco mode has a calming effect, allowing the engine to lug along by holding higher gears. Without Eco engaged, the transmission can shift with the slightest provocation, often going up and down on a straight stretch of road.

The road-holding limits of the TRD Pro are… modest. One staffer wrote in the logbook that they are “hilariously low,” another likened it to their personal 25-year-old 4Runner as being out of its element on pavement, but acknowledging that it still might be better than the current Toyota Sequoia. Handling was a predictable shortcoming, as this version is so tailored to off-road expeditions that trade-offs were inevitable. There is considerable body roll when pushing the TRD Pro around turns, while the all-terrain tires howl like a pack of resurrected dire wolves. Ultimately, drivers will need to adapt to the TRD Pro’s limits. This is a reminder that shoppers should buy the capability that they will use, rather than buying more vehicle aptitude than they need and living with the compromises.

When it comes to sound, there is no escaping the truck pedigree. With the aerodynamics of a Lego brick, all-terrain tires, and a powertrain that sounds more like thrash metal than smooth jazz, driving the TRD Pro is a loud, frenetic experience. Wind noise is loud on the highway, as the air whips around the many angled and raised, blocky surfaces. Plus, the engine and exhaust drone when downshifting on the slightest incline. Overall, it isn’t as polished and hushed as most crossover SUVs, but it is on a par with off-roaders like the Bronco and Wrangler. The Land Cruiser is quieter. That being said, our drivers liked the sounds of the turbo spooling, but the rest is a busy cacophony.

Due to the elevated ride height, the need to fit the fortified rear differential and axle, and fit the hybrid battery, the cargo floor is high in the TRD Pro. Loading heavy items is further complicated by the need to lift over a large bumper, and space is limited by the low ceiling. A conventional crossover, like a Honda Passport or Toyota Highlander, is better for toting large items, although we do like that the rear window powers down, as it allows long items to extend through the back. Put all five windows down, and cooling air can blow through the cabin.

Forward visibility is compromised by the short, raked windshield and the tall hood, especially on the dramatically styled TRD Pro. Fortunately, the side glass is taller than the windshield. Parking would be a challenge were it not for the parking sensors and helpful surround view camera. These turn on with a theatrical, three-dimensional overhead view that can be rotated around as needed. This feature is especially useful when scaling narrow, obstacle-riddled paths. Rear visibility has the typical limitations found on most SUVs due to head restraints obscuring some of the short rear glass and typical rear corner restrictions.

The seat base is quite flat, though fairly soft. Factor in the slippery upholstery, and passengers can feel like they are sliding in the seat. The space is a bit tight for adults, with headroom compromised due to the moonroof in the TRD Pro. Knee room is limited, and there is no useful space under the front seats to tuck your feet. The seatback can be tilted, but the flat surfaces ultimately limit comfort. Again, the head restraints are hard and likely to play your coconut like a bongo when off-roading. There are rear air vents, but not climate controls—an omission at this price. The seats do not fold flat, as there is a significant rise from the cargo floor to the folded seat backs. This would be a barrier to camping in the back.

The TRD Pro is a little taller than a base 4Runner, making it a challenge for some passengers to climb aboard without a step. Several drivers expressed a desire for rock rails with a small, integrated step. (Full running boards would be anathema to the TRD Pro’s off-road mission, as they would risk getting hung up on rocks.) There is no grab handle on the driver’s side to aid in entrance. However, the passenger benefits from a grip on the A-pillar beside the windshield and another on their side of the center console. As we rotate more staff and their families through the SR5, we’ll get a better sense of how access and seats suit a wide range of people.

As indicated above, we had a rather mixed experience with the TRD Pro’s hybrid powertrain. Despite the power rating, acceleration isn’t brisk; noise is a discordant mechanical symphony; and the transmission hunts for gears perpetually. We are eager to see how the base engine performs on the SR5.

We found the brakes tricky to modulate on the TRD Pro. Their non-linear response results in less stopping force than expected on a light touch, leading to pressing harder and overbraking. Smooth operation takes practice.

The ride is a bit bouncy on the road, but with those big tires, it eats potholes for breakfast that would startle a crossover. On rougher roads, you can feel the TRD Pro shudder and shake. There is no escaping that pavement isn’t its natural habitat. We expect the SR5 driving experience will be different.

For many buyers drawn to rugged looks, there are a growing number of alternatives to truck-based SUVs, such as the Honda Passport Trailsport or Kia Sorento X-Line. These are mainstream crossovers that are upfitted for slightly better off-pavement performance, while retaining refined on-road manners. Plus, they are roomier, more fuel-efficient, and more comfortable for passengers. Ultimately, buyers would be smart to truly consider how they will use the vehicle, rather than just how cool they want it to look.

Toyota Safety Sense 3.0 is standard on all 4Runners, bundling a full suite of active safety and convenience features. These include automatic emergency braking with pedestrian detection, lane departure warning, lane centering assistance, adaptive cruise control, automatic high beams, and road sign assist. Blind spot warning and rear cross traffic warning are also standard.

Toyota’s Proactive Driving Assist system provides light braking and steering assistance when entering turns, and helps the driver react to other vehicles, cyclists, and pedestrians. By monitoring driver inputs, such as engagement with the steering, the truck can alert an inattentive driver or bring the vehicle to a stop, such as during a medical emergency.

To aid towing, there is a tow package available. Options are expected to be similar to the Tacoma with an available trailer brake controller, trailer backup guide, video rearview mirror, a surround view camera, and trailer assistance to aid in backing up with a trailer hitched.