Ahead of the driver is a leather covered though not heated steering wheel and a set of large and easily readable dials; if you’ve been in any semi-recent Toyota the center display between the dials will be familiar too with various different piece of information available by just tapping a button on the wheel in any of four directions. The cruise control though uses Toyota’s excellent and intuitive standard stalk at the 4-o’clock position behind the wheel.
The back seat was roomy and comfortable with no reason that I wouldn’t be fine back there for hours on end. I’m 6’1″ with a 32″ inseam so somewhat representative of a decent cross-section of the market. The rear seatbacks both recline or fold forward in a 40/20/40 format for maximum versatility.
Cargo room is spacious and blessedly square to maximize the usable volume. The floor is at a comfortable height for loading items even if the bumper does project out a bit further than usually seen nowadays so a load would have to be hefted a bit further into the cargo area before being on the floor of it. No power tailgate here, just an electronic button to unlatch it and then it lifts using your own power. Closing it again is accomplished via one of two hand pockets in the bottom of it, just like the old days.
However there is a power window in the tailgate, something of a 4Runner trademark, that is nice to either get more ventilation flowing through or to carry longer items from the home improvement store. On some models of 4Runner (not this one) there is also a third row option which is a bit surprising, it ends up raising the cargo area by about 5″ or so when folded and when deployed uses up most of the available space while not offering significant room for the occupants. You’d have to really want a 4Runner specifically to opt for this but apparently there is a market for it.
Driving it in general is a reminder of how far and how civilized modern SUV’s, but especially CUV’s in comparison, have become. It isn’t uncomfortable, in fact it’s downright entertaining the way it leans and sort of wallows through turns, especially ones with a dip in the middle of them.
The way the weight transfers is entirely predictable and fun, however it doesn’t necessarily make for the fastest forward progress and is extremely different as compared to for example a Highlander or a Venza. Those really are far more car-like while this is much more truck-ish. Better to just go with it and enjoy the ride and its easygoing nature instead of trying to constantly hustle it. It isn’t a negative, just different and a bit of an outlier nowadays in that regard, which may well contribute to its appeal.
The most obvious reminder of its aged mechanical specification and BOF 4750lb heft though is the gas mileage. I drove it a total of 403 miles over a week’s time. That included a highway trip to Laramie and then a dirt road traverse bypassing an 8200-foot pass but encompassing around 20 miles before joining I-80 to Cheyenne and then back home via I-25 for an elapsed mileage of almost exactly 200 miles.
At the end of this the 4Runner was displaying a 16.8mpg average (after the trip to Laramie and the dirt leg it was right at 15.8 for the first 110miles, the downhill freeway afterward helped tremendously). For those familiar with the area it was Pumpkin Vine Road off 287 close to the CO/WY border and then right on Monument Road, I really should have gone left to go past Ames Monument but it was already too late by the time I figured it out. Next time…
After refueling and confirming that the mpg calculation was in fact exactly correct I had occasion to visit south Denver with my son. So that’s another mainly freeway round trip of approximately 150 miles and then the remaining 53 allocated to in-town local typical mileage. At the end of the week the total mpg average was 17.4 which is a little better than the EPA’s estimated average of 17, with 16city and 19highway.
A more modern 8-speed transmission would likely help this by several mpg’s although clearly the sales numbers don’t seem to show any pressing need at this time. Note that I spent a decent amount of time at higher speeds, the displayed average speed for my stay with it was 39mph. If mainly an in-town or, as designed, offroad, rig, I’d expect a few mpg less. There’s no stop/start feature either which will likely make many readers happy.
The wheels are 17″ flow-formed alloys painted black even though the dirt roads I was on coated them in what I can only say is a magnificent bronze-ish color. While similar to previous iterations this year they are lighter, stronger and deeper dished than before. Tires are 265/70-17 Nitto Terra Grapplers, which I was surprised to see on this as a factory fitment.
While long a favored tire among the Jeep set (along with the more extreme Ridge Grapplers), I had not had an opportunity to try them and was pleasantly surprised. Good on dirt as well as grippy in snow, they also were fairly quiet and gave good traction on dry roads. All-terrain tires have come a long way from the stereotypical loud knobbies of a couple of decades ago.
Of course as opposed to what some other offerings would suggest, it’s not all about electronic trickery when going off-road; along with the tires, a decent suspension is a must as well. In this case, a set of 2.5″ FOX brand internal bypass shocks (retuned this year) along with special TRD-tuned springs offer an extra inch of lift in the front for greater capability. The rears carry remote reservoirs and as a combination offers greater ground clearance than the other models (9.6″ here vs 9.0″ on SR5) while keeping the bumps outside and the comfortable ride inside. Well, mostly.
But really, even over washboard surfaces it was fairly smooth (smoother than a Wrangler for sure) and going into and out of various small gullies along with driving on various surfaces everything felt well put together and of a piece. On-road as well was as implied earlier predictable, smooth, and comfortable. But just in case a gully was deeper than anticipated or a rock larger, there is a large 1/4″ thick aluminum skid plate up front (with a logo, of course) to help protect the truck.
Beyond all of that, the TRD Pro package also includes the “TOYOTA” front grille, TRD Pro badging in black, a special shift knob and all-weather floor liners. While both high and low beams are LED this year, the fog lights are as well, in this case sourced from Rigid Industries as with the ones on other TRD Pro models.
Standard on all 4Runners is Toyota’s Safety Sense P package which consists of a PreCollision System with Pedestrian Detection, Dynamic Radar Cruise Control, Lane Departure Alert, and Automatic High Beams. I’ll admit I did not realize the Cruise Control was the Dynamic Radar (keeps distance) type until writing this, I’m somehow already used to the newer steering wheel that now incorporates the cruise control into its buttons rather than with the traditional lever as on this one. Curiously a Blind Spot Monitoring System is not included although with its upright stance and large windows it’s easy to see out if you just take a look…
While pricing for the basest 4Runner SR5 (with the same powertrain but RWD) starts at $36,590, the TRD Pro price of entry is somewhat more elevated at $50,470, with the other versions being at various price points between those. The only options on this one were Door Edge Guards for $79, TRD Pro Floor Mats (carpet, the rubbery winter ones are standard) for $169, Paint Protection Film at $695, a Cargo Mat for $100 and a roll-out Cargo Cover for $179. With the destination charge of $1,175 that comes to a grand total of $52,587 as pictured. All 4Runners are built in Japan.
That pricing seems to be in line with (or better than) many Jeep models as well as the upcoming Ford Bronco while being extremely capable, very durable, and no doubt extraordinarily reliable with a stellar reputation. No, if you’re looking for all of those attributes while willing to overlook or live with some of its limitations, a 4Runner of any stripe is an easy choice and likely a good value, especially long term.
It’s surprising (or not) how many older 4Runners are still on the roads here, my own neighborhood has literally several dozen encompassing most generations, it’s likely the most common single model nameplate. The TRD Pro version with its limited production and availability, albeit a higher price, is perhaps an even better choice for those that insist on more exclusivity and whatever cachet that might bring in addition to the enhanced capabilities.
Thank You to Toyota for sending us this 4Runner TRD Pro and a full tank of gas to tread lightly with. Happy Trails!
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I hope that “Lunar Rock” color looks better in person than on the screen. The way it looks in the photos, it should have “US Navy” stencilled in black lettering on the front doors.
Well, nobody messes with the US Navy so it’s got that going for it.
It’s glossy paint and looks different under different lighting, shifting from lighter to darker as well as displaying hints of green and blue. That sounds odd and is hard to describe but looks surprisingly good in person to most that see it. The paint on these TRD vehicles got favorable comments from the neighborhood peanut gallery that walks by my driveway and checks out what’s on display…paint color is usually not commented on.
Hopefully the color will age as well as 90’s teal.
Good review, though I’m not sure how excessive wallowing and bouncing through corners could be considered entertaining. This is the sort of grace I see afforded to Toyotas and not other makes, possibly because of the goodwill Toyota has fostered through the years.
I admire how Toyota nails a design the first time and sticks with it through the years while everyone else chases the latest fad or participates in the transmission gear Olympics.
Driving something “trucky” on road has a certain amount of entertainment/fun to it. Carelessly bounding over chewed up pavement, etc. My ’96 with stiffer KYB struts actually felt kind of fun on twisty backroads within its limited envelope. Body lean was not as bad as you might suspect, the older trucks having that lower roofline and really wide stance, and a very decent rack and pinion steering setup. You also had that “sports car” butt on the floor seating position on the older ones.
Exactly. Slow corners can be very entertaining in something like this while being total nonevents in a modern car. There’s more to things than just speed. Jeep Wranglers are fun to drive as well (and I’ve pointed that out too in the past) and usually far more enjoyable at lower speeds than higher ones. It has nothing to do with “affording grace” although I like that turn of phrase.
For whatever reason I like this color. Perhaps it’s because it lends itself to having a powder-coated look instead of a painted look, creating something unique. If that makes sense.
Thinking about my use case, I would be better suited with a Highlander, although I’m glad these are available. The Highlander would also use less fuel, which while such is not at the top of my consideration list, would be a perk.
Long ago, a friend of my grandfather’s had a late 1980s or early 1990s 4Runner. While I’ve never been a Toyota fanboy, I really liked his 4Runner and have paid varying degrees of attention to them since. While they are not plentiful in these parts, I admire how true they have stayed to the same recipe.
I came very close on multiple occasions to upgrading from my beloved 3rd gen truck to one of these 5th gens. I’ve just proven to be too much of a skinflint for now. Brand new ones are just too steep in my mind, but then the lightly used ones barely depreciate at all. Have had a pair of SR5s as rentals. They are really good goldilocks trucks: interior room comparable to a larger Tahoe but still very reasonable to park, the “old” drivetrain just plain works, the interior is easy to use. Good ride and durability over bad roads. My only wish would be for a) a return to chromed steel bumpers and b) bring back the “multimode” transfer case from the 4th gens that allowed for 2Hi, 4Hi unlocked, 4Hi locked, 4 Low. As it stands you can get the fulltime 4wd (without 2wd mode) on the Limiteds but are stuck with the lower hanging bumpers and stupid 20 inch wagon wheels.
You are not only one…
My brother has two third-generation 4Runners: a 1998 that he bought new and a 1997 that he bought secondhand for his older sons. He looked at the fourth and fifth generation then decided to keep his 1998 forever.
His second son bought a 2020 4Runner after he graduated from Colorado School of Mine and landed the engineering job the next day.
All of the stuff that makes the 3rd gen feel so special in the modern context (compact size, steel bumpers, big windows, light-ish weight) are also part of its undoing in daily practicality as a family hauler. I drove mine on some long trips including some fun vacations wheeling on the beaches of the Outer Banks. It was a champ on the beach and really shined there, but the 14 hour drive on the interstate would really just wear me out. The 4th gens lost ground clearance, gained wheelbase, width and weight, plastic bumpers etc, but they are vastly better highway rigs. 5th gen returned some of the high-riding aesthetics especially with the trimmed up bumpers of the ’14+ trucks and the manual t-case levers on the TRDs etc, while maintaining the good highway manners (relatively speaking here folks).
I think I will end up buying a 5th gen sooner or later in my life, for now I went the cheap and utilitarian route with a well worn GMT800 Suburban.
The continuing differences between the 4Runner and Tacoma since the 2016 update of the Tacoma, continue to surprise me. However, one is a global design sold elsewhere as a Land Cruiser Prado (or Lexus) and the other is North America focused and designed (and manufactured). The platforms are rumored to converge soon, but despite the age of the 4.0 and 5 speed combo, it still seems to offer better drivability in real world mountain conditions than the Tacoma’s 3.5/6 speed. Not to mention better driving position. Though my Tacoma definitely would get better mpg on a similar route. And my 2016 TRD Tacoma does have push button start with a smart key, though it’s not offered on the 6MT configurations.
Once again, great review Jim, and keep the trucks and SUV’s coming, as long as you take them off pavement.
I’d like to be able to take one of these out in the boonies for a few days, and your pictures only increase the desire.
It’s something to see how Toyota has carved such a solid niche for this and a few of their other trucks. They’ve never wavered for a second with the 4Runner, since day one.
I have lost count of the number of 4Runners my next door neighbor has had – at some point he switched from silver to red, but the number has been somewhere between 4 and 6 of them over maybe 15 years or so.
This holds a lot of appeal to me, but then I tend to like comfortable, kind of outdated platforms. The simplicity of the big V6 and the 5 speed auto is right up my alley.
Swapped the alternator on my buddy’s 200k mile 4.0L V6 (in a stick shift FJ). That’s the full extent of “engine” work its needed, that and it finally needed a clutch around 200k as well. This was on a ridden hard-put away wet type of rig that he bought with a lift kit, snorkel, and huge tires. Between the reliability/durability and the insane resale (his stick shift FJ with the factory locker could be sold for the same now as what he paid for it 7 years and 70k miles ago). Toyota truck stuff is just nutty.
Man, you’re really not kidding about lackluster fuel economy. Those numbers are pretty much exactly the same as my 2002 GMC Yukon XL, which has a bigger V8, a 4 speed auto, and all-terrain tires that are almost the same size.
There’s only so much you can do with those aerodynamics, the weight, and those tires (which are all approximately the same as your aforementioned 02 Yukon). My ’96 4Runner with about 800lb less curb weight and 100 fewer hp but the same aero/tire constraints would have done about the same as well, likewise my ’06 Suburban (weighing in at 5500lb), but similar aero/tires clocks in right about the same. Best I’ve gotten in my old 4Runner was 21-22ish mpg, best in the Suburban was an amazing (to me) 21mpg. I’ve had rental newer Tahoes with AFM and the low hanging front airdam get as high as an (indicated) 24mpg.
Simply the cost of doing business with one of these rigs
That roof basket (non-removeable) can’t be helpful either in that regard. I was concerned it would add a lot of wind noise but it did not seem to add any.
Observed fuel economy is going to be all over the board between drivers and conditions, I wouldn’t directly compare. Car and Driver managed to get 10mpg out of their early-aughts Suburban. I’m certain that toe-to-toe in identical conditions, this 4R will get substantially better fuel economy than an ’02 Yukon XL, particularly around town when curb weight really matters. Highway mileage would probably be surprisingly close.
Granted, outperforming a 19-year old V8 full sizer at the pump ain’t much to brag about in 2021. I’d still like to think that the company which produced that excellent, advanced 3.4L V6 in 1996 could also make competitive power and fuel economy in 2021, but the age of this 4.0L V6 seems to have maxed out Toyota’s ability or willingness to do so.
I don’t think it’s that this engine is somehow intrinsically inefficient. It’s primarily aerodynamics, weight and gearing. Jacking up these 4x4s and putting on big tires that stick out the sides is going to affect aerodynamics in a very serious way. Which explains the huge drop in mileage from 65 to 75.
It’s the same in my big, tall van: I can get 20-21 with cruise control set at 65 on a mostly flat freeway drive, but if I increase it to 75, it drops very substantially, down to 15-16.
Also, the 5 speed gearbox is undoubtedly a factor. There really is a good reason everyone has gone to 8+ speeds. And the the weight: this thing is a porker (4750 lbs, IIRC). That’s heavy, for what can’t exactly be called a full-size SUV. Not saying it’s heavier relative to others, it’s just heavy in an absolute way.
Not apples to apples, but I will say I had a rental Tacoma TRD Offroad with the newer 3.5L and 6spd with what felt like a really tall overdrive, and that dumb thing was downshifting at the tiniest little hill at moderate 72-73mph speeds that I drove it at to Chicago and back on I65. It returned an indicated 19mpg on that trip. My own old 4runner with a 3.4L that gave up 100hp and with a 4spd automatic would return approximately that same fuel economy at similar speeds with similar all terrain tires, without all the downshifting drama of the newer Tacoma. The gearing in that old 4Runner was matched incredibly well to that iron block 3.4L, it put all 217ft-lbs to good use in the low-midrange. That same Indy-Chicago drive in a rental SR5 4Runner yielded something similar, 20-21ish mpg indicated, and again, a lot less drama than the busy 3.5L+6spd of the Tacoma.
Definitely agree on aerodynamics, weight, and gearing. It’s still a little surprising that the 4Runner doesn’t do just slightly better. I just ran the Yukon up to Tahoe twice in the last couple of weeks. First trip, I was just over 18mpg, and second trip was just under 18mpg (slightly colder with slightly more traffic the second time). That being said, the truck will do 17-18mpg pretty consistently at highway speeds independent of terrain.
Throw in a bit of wind and it can easily ding you 1-2mpg in something like this IMO. My general experience in my part of the midwest is I seem to generally encounter more headwinds heading home going West than I do East on the leg out. No idea if that matches up with any actual wind patterns, purely anecdotal.
The 5 speed auto’s role in the fuel economy is an interesting question. Having spent 4 years driving one, I’m not yet convinced it is much of a factor in freeway economy; it already loafs at low revolutions at freeway speeds, it couldn’t really go any lower and still propel the vehicle. Which leads us to the wind resistance you mentioned. I’m guessing that’s the dominant factor. Nearly 2/3 of the front wheel tread slams directly into the air, there are no aero lower bumper treatments or underbody panels, etc.
In the city, I’m also curious about the 5-speed’s effects. The 4.0 is torquey enough to accelerate at normal traffic speeds without climbing above 2500 rpm, so I wonder if more gears would have much of an effect. I’d guess (only a guess) that the fatso curb weight you mention is a much larger issue. Being a port-injected only engine design dating back to at least 2003 must have some role as well.
Third curiosity: what would the well-regarded ZF 8speed in the Grand Cherokee do for the 4Runner, particularly in driving character? With shorter first and second gearing, smaller ratio gaps, and a quicker kick-down response, I can’t help but thinking it would transform the way it drives.
There’s no doubt that increasing the number of gears improves performance and economy. As to the issue of gearing at freeway speeds, here’s the problem: a 6 or 8 speed will undoubtedly have a somewhat lower numerical top gear ratio. Which will work fine, in the versions that can take advantage of it, meaning not the jacked up TRD and such, with big wheels. These transmissions are optimized for the versions with the best aerodynamics, so that they can cruise in top gear under typical freeway driving, and not have to shift down too often (often enough).
But that’s a very fine line; as soon as the aerodynamics are spoiled, and the actual gearing likely affected by the bigger tires, that top gear becomes increasingly useless as gtemnykh pointed out in a comment above.
Again, this is very much a factor in the Promaster. Top gear (6th) is just barely ok on mostly level highways. But if there’s a bit of a grade or stiff headwind…
Promaster owners who have mounted oversize tires (not radical, just the next obvious size) report a drastic loss in economy, because 6th gear has become essentially useless to them. And the drop to 5th on these transmissions is pretty big.
The remarkable EPA numbers (and real world mileage) of modern pickups, SUVs and vans are most from of all the careful coordination of aerodynamics and gearing; the base models have really improved their aerodynamics dramatically. This is what allows the lower numerical gearing, to work in tandem. But as soon as either the gearing (through oversize tires) or the aerodynamics are messed with, efficiency tumbles very quickly. mess with both, and it drops dramatically.
This 4Runner is essentially very little different than a jacked-up, big-wheeled heavy SUV from the 90s. It can’t take advantage of any of the key technologies that have allowed many trucks and vans and SUVs to have better efficiency.
And yes, a good 8 speed would help, but only up to a point. Mainly in the way you pointed out.
The 4Runner is a great vehicle, but I think the sales increased mainly for 2 reasons–the cancellation of the FJ Cruiser, and the popularity of the 4 door Wranglers spewing out to other makes and customers that don’t want your typical car-based mommy-wagon. IMHO.
Great review Jim. Thorough with a balanced perspective.
Lunar Rock isn’t bad, but the Voodoo and Cavalry blues of prior years would be my choice. The TRD Pro seems overpriced to me, but there’s no denying the distinctiveness and I’m guessing the resale value erases a good part of that premium. I’ve watched someone in our neighborhood transform his black TRD Pro into what must now be a $60K rig. Aftermarket welded bumpers, a ladder to access the roof rack, had it repainted in desert tan. Blows my mind, but these ellicit an irrational and expensive enthusiasm.
The TRD Off Road is the sweet spot in the lineup for me, about 10 grand less. An SR5 is about 14 grand less for the same powertrain, 4WD system, clearances (4×4 SR5s have the same 9.6 inches as this Pro, 2WDs have 9) but minus the Fox suspension, locking rear differential, and terrain modes. An advantage of the lower trim 4runners is the ease of modifying the suspension. For less than a grand, ours now has Bilstein shocks and a 1.5″ lift. The Bilsteins reduced body roll and handle washboard with less harshness.
Your fuel economy was truly terrible, but I believe it. These aren’t efficient engines to begin with, but winter blend fuel with all terrain tires and high speed elevation gain is going to provide a worst case scenario. I could get 23 mpg at 65mph in mine on the OEM street tires in summer. With the lift and all-terrains, I was down to 21. Throw in winter fuel and 80mph freeways with variable headwinds, and our last road trip was 17.4mpg.
They seem very sensitive to suboptimal conditions.
Thanks for your perspective. Thinking about it more, it almost seems that the rest of the lineup is priced on the low side. Start speccing out a Wrangler and it gets up there in a big hurry and easily surpasses a 4Runner.
I do agree that if I were purchasing one for myself I’d be looking a little lower in the lineup and figuring out where the best dollar utilization is. Every year seems to bring a few new packages/editions that add different things at different levels but the basic truck is the same with the majority of essentials included/identical.
There’s likely a cutoff point where the fuel economy on the freeway just takes a dive. Our Wrangler is similar, 65 or so is alright, then once you push it to 75 (or more), it just starts to drop like there’s a leak in the tank. But on a long trip, that can make a difference of hours so…
The aerodynamics penalty I think is what explains most of that sharp ramp up in fuel use with speed with these SUVs. The first time I took my Suburban on a long road trip east on I70, a combination of road construction and rain kept my speed to around 65ish on average, and that’s when I got that eye-raising 21mpg (hand calculated confirmed). That same drive at a later time with cruise set to 72mph and a light wind and I was down in the 17mpg range. And of course proportionally, that hit of 4 mpg is felt a lot more than say my wife’s Camry returning 31 instead of 35mpg.
Agreed on Wrangler pricing; I spec’d a Sport 5door up to basic SR5 4Runner levels during my shopping process and it was far more expensive and no better off road.
Yes, non-Pro 4runners aren’t a bad deal considering what other SUVs and 4door trucks coat. If I were to do it over again, might have gone for the TRD Off Road trim over the SR5. MSRP was only a few grand more (but availability that year was far lower and so was bargaining power), but it provides the locking differential and some exterior and interior trim differences I’d prefer. Skip the KDSS option and the suspension upgrades remain easy. With the Pro sucking all the oxygen out of the showroom and the TRD Off Road inventory up, it’s certainly the trim I’d be going for now.
My barber recently replaced his ailing ’04 Trailblazer with a shiny new black TRD Offroad 4Runner, perhaps in part inspired by my cherry ’96 Limited that I’ve always shown up for haircuts in? Anyhow poor fella had a neighbor ram into his garage door this week, and hit with enough force to cram the shiny new 1300 mile 4Runner forward two feet into the back wall of the garage, shifting the studs on said wall. When your new car isn’t even safe in a closed home garage, where else can you turn?!