Vehicles engineered toward a specific use can be frustrating when they also must be applied as broad-spectrum transportation. Five years and sixty-thousand miles into our 4Runner ownership, I’ve had my share of oscillations in affection for it.
I’m not sure what analogy to use here, but guys and their trucks seem to have a relationship not entirely dissimilar to…guys and their dogs? Sure, let’s go with that: the fifth-generation 4Runner is that dumb black labrador that digs up the flower bed and knocks cups off the coffee table with its tail and sheds everywhere and just kind of gets in the way, but then wins you right back with its friendly, loyal demeanor whenever you need a lift. It’s not a fancy precision-bred showpiece with AKC papers proudly filed away…it’s just a good functional all-around dog that does dog stuff. Does that compute? I don’t know. But some days I hate this truck, other days I adore it, and sometimes both in the same day.
Happier here than on high speed interstates, as expected
This was prompted by a family road trip this summer. It was an archetypical example of the cycle triggered when the 4Runner’s deficient on-road performance is juxtaposed against its off-pavement personality. I was cranky after four hours of 80-85mph slogging against strong frontal winds along the lamentable I-80/I-84 corridor through northern Utah and Idaho’s Snake River Plain. There, along the lifeblood that is the mighty Snake, the underworld hath wrought its vengeance upon the earth by vomiting black volcanic bile across the land, which responded to the insult by sprouting potatoes, jacked-up pickup trucks flying a particular flavor of flag, and seemingly constant wind. I like potatoes alright and can stay in the right lane to escape the brodozers, but the winds are unavoidable.
The 4Runner did not like any of this and began to fidget and grumble. Constant steering corrections to counter the crosswinds. Gusts and tractor-trailer wakes causing little shifts in yaw. Engine thrumming in fourth because it’s unable to hold 80 in fifth against the headwinds on level ground. 270 horsepower was a pretty stout number not too long ago, but against an effective 120 mph of wind resistance on that bulldog face it doesn’t amount to much. The fuel needle is on the move and I don’t dare look at the mpg readout. I know, I know, I’m asking a lot of the available machinery here and one look at the thing tells you exactly how it’s going to behave in these conditions…but many modern vehicles don’t transform so dramatically and it was a little wearing. The 4Runner is a throwback machine and in this case it wasn’t charming. The final hour was a 65 mph two lane out of the wind and that was much more pleasant. At the Airbnb I finally flip to the fuel economy readout, still grouchy, thinking perhaps we recovered some efficiency over that final stretch. Nope; 16 mpg for the trip. You bastard.
I shake my head and go inside, leaving the 4Runner to sulk in the driveway like a dog scolded for barfing on the floor after making itself sick eating fallen apples from the backyard tree. Maybe I’ll sell it for a base MDX when we get home, they’ve got some brains.
Bad dog.
But the next morning…redemption. I’m a lunatic who is up at 4:30 AM come hell or high water, so I’m out the door while the family is still hours from waking to go for a run while the Milky Way is visible and meteors streak by. Once the sky brightens, I take the 4Runner up some jeep trails in the surrounding foothills. These are narrow and have tight turns so most folks park their pickups and take the side-by-sides. The 4Runner, however, is agile and at home here. Eager even, scampering around like a big puppy and absorbing all of the rolling chuckholes and dips with long strokes of the suspension. The short wheelbase that was terrible in the crosswinds now shines. Deeper stream crossings, severe cross-camber ruts, embedded boulders, nothing bothers it in the least. These aren’t technical trails, but it wouldn’t be enjoyable to force a Subaru up them, white-knuckled, hoping not to hear the bang! of the front end failing to clear that submerged rock. Ten miles up, I watch the sun throw its first rays over the horizon onto the snow-capped Pioneer Mountains, and the loudest sound registered by my ears is my own pulse. Back down to town in time to help make breakfast for the kiddos. I am energized for the day, man. I pat the 4Runner on its big ugly nose. Yeah, alright. You’re a good boy.
The 12,000ft peaks of the Tushar Mountains in Utah
Over the next few days, the 4Runner shuttles us around the area in comfort. It’s happy at these lower speeds, tail wagging and eager to please. We spend a day kayaking a lake in the Sawtooth Mountains–a lake we have to ourselves because the last two miles are a genuine jeep track over the glacial moraine forming the lake’s basin. First gear, 15 minutes to the mile. The surefooted 4Runner gets another pat on the nose. Atta boy. The highway between the Sawtooth Valley and Ketchum climbs the Galena Summit, resulting in 3,000 feet of elevation gain one way and 2,000 the other, but speeds of only 40-65mph. Round trip fuel use after all of that warring with gravity? 22 mpg. You’re such a good boy, 4Runner!
Alright, maybe I’ll keep him. At least until he snatches that plate of chicken off the table when he thinks no one’s looking.
Ahoy there! Full speed ahead and damn the torpedoes!
Maintenance Update
Ownership has been easy, as it should be for any vehicle with only 60K. It’s had fluid changes, and we’re still on the original brake pads. The Takata fragmentation grenades have been replaced with airbags that won’t sever my carotid artery in an otherwise survivable crash. They swapped out the clicking blower fan while they were at it. I spray a few rattle cans of Fluid Film onto the suspension and frame before winter most years because it sees a fair amount of salt on the way to the ski lifts. There are branch scratches in the clear coat everywhere down both sides from trail use and I’ve long since given up caring because nothing can be done about it. Scratch “removers” blunt them well enough that from 30 feet away the Barcelona Red still looks vibrant and new but any closer than that and you’ll see them. It operates the way it has since Day One, which is a useful byproduct of being unrefined right off the factory floor.
It was a shame to scratch this paint; I’d consider a ceramic coat next time…or just opt for white
Modifications
Fifth-generation 4Runners are stout but have two off-pavement weaknesses: the tires are for street use and the front end is a tad low and softly sprung. The stock Dunlops wore out at 30K and were replaced with Pirelli Scorpion AT Plus all terrains. I couldn’t get my head around ruining the ride quality and spending nearly twice as much on the gold standard (and heavy) BFGoodrich T/A KO2s. The Pirellis have a capable tread pattern and are civil on pavement. It’s a good compromise. The OEM shocks were replaced by affordable Bilstein 5100s. The fronts are adjustable, from 0 to 2.75” of lift. Mine are set to 1.75”, and a 1.5” spacer was installed above each rear coil since the rear Bilsteins aren’t adjustable. The Bilsteins reduce body roll and brake dive, and they muffle sharp impacts and washboard judder better than OEM. The additional clearance and body control are very noticeable offroad. I’d recommend these shocks to any 4Runner owner regardless of how their vehicle is used, it’s a vast improvement on street or trail. On-road penalties for the lift are minimal, mainly the maxed-out upper control arm adjustability leading to a low degree of caster, which can be felt in the steering. Several aftermarket control arms with good reputations will fix this, but I haven’t wanted to repay for labor. The tire and lift combo seems to cost 1-2 mpg at highway speeds.
The stance after the lift. Noticeable but not over the top. It’ll take a lot to exceed this ground clearance.
Our base SR5 now has more clearance and better angles than a TRD Pro, so for a thousand bucks parts + labor you can exceed the basic capability of Toyota’s favorite lifestyle statement in any low speed situation that doesn’t require a rear locker or computerized crawl control…and save fourteen thousand dollars in the process. Something to consider if you find the $53K MSRP and $800 monthly payments of the Pro galling regardless of what inflation has done to the value of the dollar. I also think there’s something to be said for flying under the radar and avoiding the aesthetic bow wake the TRD Pro pushes before it.
But if you do want the look? Jerry cans, Tepui tents, and bright orange MaxTrax can be mounted atop an SR5 as well, and the office will still run to check your Instagram feed because they just know adventure is going to happen any moment now. Really, it is, just as soon as I can get the time off approved…maybe next month because it’s all hands on deck at work and ain’t nobody gettin’ time off approved…but then we’ll have to wait for Junior’s soccer league to end so we can have Saturdays back…and hope some homeowner issue doesn’t pop up (which it always does)…but then there’s three birthdays in the extended family we’re obligated to attend and Little Miss’s track meets begin…so maybe we’ll manage a rushed 3-day weekend five months from now in which we camp off the side of a dirt road that a Chevy Traverse could manage, but that fully-deployed Tepui will still look awesome if photographed from the correct angle. Sure glad I spent five thousand dollars kitting this thing out for “overlander” use!
Ask me how I know all of this, by the way.
The 4.0 liter V6 feels like it has more to give and indeed Toyota used to offer a TRD supercharger that could force feed these allegedly understressed engines into producing another 70 horsepower or so without voiding the warranty. Turns out they only offered them for the 4.0 liter Tacoma and there are differences in the variable valve timing system between the two engines. So, no Toyota supercharger for the 4Runner. Magnuson, however, stepped in and has a good reputation. I considered it for the 30 seconds it took me to find the seven thousand dollar price tag and choke nearly to death on my bagel. Stock horsepower will have to do.
I don’t like camping next to people and this vehicle helps me avoid that.
Auto reviewers are idiots
Car reviewers often miss the mark on vehicles that weren’t simmered and seasoned for their fussy little palates. I always read a 4Runner review when it lands, and the comment threads are good fun to scroll through. There’s a staggering ignorance there about the 4Runner’s abilities and pricing structure, and for a quacking chorus of supposed automotive enthusiasts and savants, neither reviewer nor commenter seems to understand the fundamental strengths of the 4Runner and how to drive one on the street to mitigate its quirks. I’ll offer three basic pieces of advice to anyone taking the reviews seriously:
1. Learn to drive it. It isn’t a crossover and doesn’t act like one. The 4Runner’s throttle is linear rather than jumpy, so push it down when you want power and it will give you enough. Use the Tiptronic style gear selector to lock out upper gears around town and on grades. This eliminates the gear hunting everyone complains about and makes the powertrain far more responsive. Enthusiasts claiming to be dialed-in drivers who miss their manuals should really have figured this out on their own.
2. Understand the long-term appeal of durable goods over short-term infatuation with touchscreens, stitched dashboards, and quarter mile trap speeds. “Outdated” isn’t a universal pejorative and some of us do not want what the Grand Cherokee and Defender have become. If we did, we would have bought one of those. We know they exist.
3. Buyers aren’t lemmings for continuing to buy 4Runners, and they’re not being ripped off. Thirteen model years in, and there is still no direct competitor for a low- to mid-trim 4Runner’s combination of reasonable road manners, interior packaging, and off road capability. Worst-case scenario, a 4Runner that never leaves pavement and was never cross-shopped still provides the owner a roomy wagon with predictable operating costs, high utility, easy maintenance, winter invincibility, and a big fat check at trade in whether that occurs at 36,000 or 236,000 miles. The lemming didn’t go over a cliff, he received dependable well-engineered transportation with low depreciation.
Towed this 2,700lb rental up and over a 9,600ft pass without much drama
Street Cred
Finally, the street cred of an SR5 4Runner. You wouldn’t think there would be any. Toyota posted a record 144,000 sales of this model in 2021 despite the microchip shortage, so I see red 4Runners nearly every day now. Still, I receive a suspicious number of compliments on it. It gets noticed. By men, mostly. There was the middle-aged guy who walked up to me downtown, saying how much he liked it before backing up a few steps, checking out the 4Runner in a way that would have made a young woman deeply uncomfortable, and said, “Nice truck.” Then the 20-something hiker at the trailhead who pointed it out to his friends, nodding in appreciation and casually extending an index finger: “look, bitchin’ 4Runner”. Multiple friends and acquaintances have complimented it, apropos of nothing. Women do not seem to notice it. I may need a Wrangler for that. Or a friendly black lab. But then it would be a constant bother. “Ladies, ladies, please. I’m taken. This is a family vehicle and I’m a family man.” Who wants that problem? Not me!
The “man’s best friend” comparison is one I’ve used for awhile with trucks. They wander, wiggle, and can generally be a pain in the ass most of the time on-road but put it in it’s element and it’s as loyal a friend as you’ll ever have. I’ve been looking at 4Runners forever but I have no real reason to own one. Maybe some day…
“but put it in it’s element and it’s as loyal a friend as you’ll ever have”
Agreed. Anyone questioning the appeal of this vehicle needs to be there for the first 5 seconds of turning off the paved highway and onto a dirt road. In a car, you immediately begin to flinch and become anxious, but in this you become more relaxed.
As mentioned above, the near complete absence of depreciation on these (before the current supply chain madness as well) makes them a smart financial decision. This is particularly true if one is not a high mileage driver. Regarding KO2s, I purchased a set for a camping rig on the advice of friends. In my opinion, for what it is worth, there are better and much less expensive options that works as well off road and offer dramatically improved highway manners.
Excellent write up!
I just checked KBB, and apparently it’s worth only 2 grand less than I paid for it! Although, a new ’22 is four grand more than the ’16 and I’m guessing my negotiating leverage has gone down since then.
The comparison with 4Runner and Labrador dog is the best! My nephew bought one (similar to yours but with black paint and interior) right after he graduated from Colorado School of Mines and made a quick beeline to the plum job at the engineering consultancy.
He thought the same about the suspension and tyres as you described. So, with the help from his father (my brother), he ordered the aftermarket suspension upgrade kit and bigger, meatier tyre and wheel kit. Funnily, having the engineering degree doesn’t make my nephew adept at installing the kit so he enlisted his father to do it to be on the safe side.
Yes, I’ve decided that, like a dopey dog, this is a 2-way relationship in which I need to compromise and give something back in return for its loyalty.
And I should really consider becoming more mechanically adept, but no way was that going to start with disassembling the four suspension corners and compressing suspension springs at home. My kids hear me swear enough as it is.
My next door neighbor is on his – I’m not sure – 5th 4Runner? 6th? His last was a red one just like yours until he traded for a brand new one to coincide with his retirement. His dealer offered him an insane amount on his old one and made him a good deal on a new one that was still aboard ship.
I guess I can now understand how he does without a dog. 🙂
The low depreciation has made it tempting to trade up to a new one just to reset the clock to zero and get the subtle but nice upgrades of the past few years, but the transaction costs are just high enough that I’ve abstained. My current plan is to wait until year 5 of the new 6th gen, whenever it comes out, and assuming they don’t ruin the formula.
There was just a Car and Driver article last month on the latest 4Runner with the title “2022 Toyota 4Runner TRD Pro Is an SUV from the Jurassic Era”. As predicted, it was dissed for all of its old-school failings and lack of the latest techno gimmicks.
Still, if you want to be trendy in the truest off-road ‘lifestyle’ sense, I guess you get a Wrangler, or maybe try the new Bronco. But if you’re more interested in reliable, long-term ownership of a real off-road capable vehicle, you live with the no-frills experience of the 4Runner.
It also helps explain why the used regular production vehicle with the highest resale value is none other than the discontinued for 2014 Toyota FJ Cruiser. Toyotas might be lacking in a lot of areas, but reliability and value are not two of them.
Yeah, I just looked at that article and that’s a pretty good example of what I was complaining about. They’re all aflutter about the new Bronco.
FJ Cruiser values are insane. I have to say I don’t quite get it. They are so mechanically similar to the 4Runner that I can’t fathom paying $40-45K for a very clean low mile one with decade-old rubber and belts when a new 4Runner can be had for less than that. The 4Runner’s a better daily with a nicer interior and superior visibility and it doesn’t give up much in off-road ability. But Toyota apparently hit it out of the park with the styling and format of the FJ…
The FJC did offer a 6 speed MT which was not available on the 4.0 4Runners, only on the FJC and 2nd gen Tacoma. But I agree, the 4Runner seems like a much better package … and even for one person the FJC feels claustrophobic and hard to see out of.
Nice write-up. A few comments from a Wrangler owner – 1/I did not notice Wranglers were chick magnets (or maybe it’s just me). The only person who wants to steal my car keys is .. my wife. 2/in the South-East, on the toughest of the US Forest roads and in the 4WD parks, you see Wranglers, Tacomas and 4Runners. Not much else. 3/ If the 4Runner comes from the Jurassic era, what about the Wrangler – but at least you can get a modern engine/gearbox combination on the Wrangler, and a good infotainment system. 4/reliability-value – that’s the problem with Toyotas – you get tired of them before they get tired of you.
“…that’s the problem with Toyotas – you get tired of them before they get tired of you”
Yes! I wish they’d bring back that Supra and MR2 magic. Honestly, it wouldn’t take a quantum leap to make the 4Runner substantially more appealing and well-rounded. 6-8 well-spaced gears in the transmission, detune that new 3.4L turbo six to ~300hp/320 lb-ft, get dashboard and console materials up to RAV4 standards, perhaps see what Ford did to make the Bronco ride and handle so well (allegedly), and you’re good to go for the next decade.
Similarly to a Wrangler, if you want to use it for its real intended purpose, nothing else comes close. It’s sort of a trifecta actually, with the Tacoma 4WD making up the other third. All three offer excellent off-road ability and size, while all three lack in some things/aspects on road, although not nearly as badly as one might think overall. But all three have different use cases as well, thus not completely direct competitors overall.
The 4Runner interestingly is now the (actually by far) oldest of the three. This generation will be around pretty much forever and will be remembered fondly. The sheer variety of versions is dazzling, but amazing that it’s the same powertrain throughout the entire range without an option. I guess they are easily and quickly selling every one they build and send over here, just imagine if they offered more variety in powertrains for people to be able to choose the one with the best attributes for their intended use.
As with many vehicles, the most expensive and in theory most capable is the one that is most rarely seen in its actual element. With the value curve (or flat line as it may be here) for the 4RTRDpro it may in fact never come down enough to be commonly seen where it might excel most. I certainly enjoyed the one I drove last year and found it far better than expected, and it is certainly not alone in not being perfect on higher speed freeways in the West. If speed limits were still in the 50s or maybe 60s it’d be much less objectionable but it’s not reasonable to be going 20-30mph slower than most traffic, so it tends to be a little more work/tiring than it could be in that regard to keep up.
Great pix and good to see it being used where it can shine even when covered in dust!
“where it can shine even when covered in dust!”
That’s the Desert Paint Package, and it’s free, configurable, and easy for the owner to install!
I definitely agree about Western interstate speed limits. This is a comfortable and relaxing SUV at 70mph, but those 80mph speed limits force it into a range where aerodynamics and powertrain age really take their toll…triply so if there’s a big headwind. I’d be OK with the 16mpg if it scooted with the effortless refinement of the modern truck V8s or Ford’s 2.7L Ecoboost.
We picked up a 2021 4Runner this summer, to replace a 2013 our son absconded with. Prime use is getting around town and moderate terrain in the CO Rockies; skiing in the winter and hiking/fishing/hunting in the summer and fall. It’s perfect for our needs, ancient design or not, and the slow depreciation plus strong reliability are definite attractions. And… as dog owners (Goldens, not Labs), that electric rear window is wonderful.
An observation that varies from this great article… we use the car for long highway trips at times, mostly to spread miles between it and our CUV. The relative crudeness comes through, but it drives far better than in Petrichor’s experience. I suspect the X-Reas system on our Limited is effective in controlling body roll vs the other models. In any event, I wouldn’t pass the 4R up on that basis alone, even though our other car is clearly a better fit.
I agree, your use case is where this vehicle shines. It covers a surprisingly wide spectrum of uses, and I’m quite curious how the XREAS changes the driving character compared to my SR5.
I certainly picked the worst-case freeway scenario here to illustrate the weaknesses. There’s another highway route we often take to southern Utah, composing of 2 hours of 70mph suburban interstate, 1 hour of 80mph rural interstate, and 2 hours of mixed 45-65mph two lane highway that climbs from 4500 feet to 8500, then down to 7,000 then up to 9600, then back down to 7,000. It’s far more comfortable and competent on this route, and despite the large elevation changes it manages 20-21mpg overall. So basically, I’ve established it’s not fit for the Autobahn 🙂
Great write-up and excellent pictures. My kind of places and uses.
If I wasn’t so weird, I’d be driving one of these instead of a lifted xBox. But the heaviness of the 4Runner would seem to blunt some of the fun of driving that I get from it.
You can always find a 4Runner, but your xB is one in a million. I remember thinking those were really cool cars when they came out.
I’ve liked 4-Runners since friends bought one in 1986. We’ve loved our old Troopers, Monteros, and now xTerras (we’ve had 5 in the family) and we still have 2 of them, they’re all incredibly capable vehicles, but since they haven’t made an Xterra for 6 years now, they won’t last forever, so a 4-Runner may be in our future. Wish more companies would make functional “outdated’ vehicles like the X and 4-R, not everyone wants luxury features or a bloody touch-screen interface for everything, rotary dials work just fine.
The relative simplicity of these vehicles is very appealing and it’s still modern enough to be comfortable in most situations. I’m guessing there is a lot of pent-up demand and anticipation for a 6th gen 4Runner–once (when/if) those hit it may be a good time to pick up a final year 5th gen.
Thanks for this review.
Like clockwork at this time of year, as my wife and I are planning our summer travel, we’ll inevitably say “Gee, I wish we had something other than a minivan.”
Come to think of it, our minivan is the polar opposite of your 4Runner. Comfortable on the highway, relatively affordable to buy & operate… oh, and incapable of going to about 75% of the places out west where we’d like to go. Well, everything involves trade-offs, and I guess there’s no such thing as a perfect vehicle…
Last year we found ourselves longing for a Tacoma or Tundra (which even resulted in test drives), but we opted not to spend 40,000 unnecessary dollars. So we took a trip out west anyway, and left place like pristine lakes to folks like you with their 4Runners. It’s tough not to daydream of joining the High Clearance Vehicle crowd.
This year we’re planning to travel to… Utah, Idaho and Nevada… and I’ve found myself similarly longing for a 4Runner-type vehicle. It would certainly be great to have greater off-pavement opportunities, but then again, the 2,000 mi. trip to actually get out west from Virginia wouldn’t be quite as pleasant. Your review confirmed that… again, it’s those dang trade-offs…
Well, given cost of living issues, it’s just idle dreaming on my part, but if we did for some reason spring for a 4Runner, it would undoubtedly be an SR5 like yours. I enjoyed reading your review and admiring the photos… hope you enjoy your 4Runner for many more years.
A reasonable alternative might be to drive your minivan to a relatively central location out west, then rent a 4Runner for the exploring you want to do. It will be a lot more expensive than just driving the minivan, but it will be a LOT cheaper than buying a 4Runner. Renting makes more sense than buying more often than many think. An annual summer vacation is not often a very practical use case on which to base a 5-10 year ownership decision. Of course, sometimes it provides just the rationalization for what we want. 🙂
You might be even better off looking for an inexpensive airfare to Denver or Las Vegas and saving the four-five days, lodging, and gas cost of driving there and back (4500 miles R/T ?), even with packing luggage and/or buying some necessary travel items and gear once arrived. The one hitch is you can’t “guarantee” you’ll end up with a 4Runner although they are well represented in rental fleets out here. Wrangler would be a possible substitute, but I’ll bet a Compass, Equinox, or Ford Edge would be considered “or similar” in rental-car-speak as well which might be more of an issue however ground clearance is the biggest thing by far, they’d all likely be more or less ok.
Or maybe Petrichor wants to do a house and car swap for two weeks and take his family to explore DC and the eastern seaboard in a minivan… 🙂
JP and Jim, I like your thinking!
We’ve actually considered some of these options in the past, but the cost wound up being too high (i.e., airfare + rental cars), plus we enjoy driving more than flying. I would consider renting a Wrangler/4Runner/etc. at a good central destination, but that just hasn’t yet worked out for us yet as far as locations.
Another option we (semi-jokingly) mention is that my in-laws have a Jeep Wrangler that we could borrow, but driving that vehicle (it’s ’95 Wrangler without a/c) on a summer trip would probably have me longing for the minivan.
Meanwhile, we’ve gotten pretty good at taking the minivan to some semi-adventurous places, but just several rungs down the ladder from 4Runner-type territory. So far, the trade-off’s been worth it… but I can always dream.
The eastern seaboard I can take or leave, but a minivan…now we’re talking! Eric, drop me a line!
Have you been to the Adirondacks, Vermont, or Maine?
They could change your mind.
I feel similarly about my ’02 RCLB Silverado six. It’s really good at the one thing it was built for – hauling large and/or heavy things slowly around town. It’s positively lousy at pretty much anything else.
But like an old dog that can’t play much anymore, it’s still lovable. I feel like it’s the most “modern” “classic” a person can drive. After manually unlocking the door with a key, I park my butt on the vinyl bench seat, crank (literally) down the window, turn the actual key in the actual ignition switch, and jam the big column shifter down into (over)drive.
Suddenly, it’s 1975. And I love it.
“Suddenly, it’s 1975. And I love it.”
Indeed! I had an ’81 Ford F150 as a field rig one summer, basic as could be, RCLB, and it was objectively terrible at everything (it was already 22 years old at the time), but it was subjectively incredible. Loved driving it around that mountain town, it just seemed to fit.
With the 4Runner, suddenly it’s 1995. And I do love that as well, because it reminds me of the mid-90s 4Runners and Tacomas.
Here’s my latest beef about SUVs.
The damn commercials.
I can’t even drive my car into town without dodging wildlife, yet how many times have we seen a commercial where these vehicles are out in the wilderness, traveling at 55-70 miles per hour? Nissan has one of their Pathfinders charging up a pristine mountain creek with some celebrity model behind the wheel? Why use a rod/reel when you can just turn fish into roadkill?
Honda, Toyota, Dodge, Nissan – all have ads where their vehicles are recklessly racing through pine forests, through desserts, over hills and mountains at highway speeds.
It is far from showing a Jeep on a canyon ledge – now we have to see the vehicle ripping through Anasazi ruins?
Enough already.
×2 and +1.
This is where I admit I don’t watch TV. But I’ve seen enough to know what you’re talking about and wholeheartedly agree. I intentionally tread on carefully while out there because I’m there to experience the place, not to star in my own 4×4 Iron Rodeo.
In my experience, it’s the ATVs and dirt bikes causing the most physical damage and noise pollution.
After nearly 50 years of riding dirt bikes, I’d agree, some irresponsible riders (and drivers) ruin it for the rest of us. Dirt bikes in particular are well suited for crossing the most forbidden terrain easily and with minimal impact, leaving one to enjoy the great outdoors unencumbered by a cage or the risk of getting stuck.
Unfortunately noise and lunatic high speed riding is the order of the day , spoiling everyone’s quiet wilderness experience
I’m not truck guy. But, this fine story reminds me of an experience I had, or at least the feeling of the experience from a mid-sixies run I’d had courtesy of Uncle Sam in the lumbering deuce-‘n-a-half. I was out-stationed in a small non-militaryish batallion (think M.A.S.H) in central Germany when it was “West” Germany. The vehicles that surrounded us were considered means of “escape”, were the Rooskis to do what they seeem to be contemplating in Ukraine. Every now & then we’d be wrapped into practice manuvers joining up with the “serious” soldiers far to the south. And, the languishing vehicles got some needed exercise as in, “I wonder if these things will start?” Anyway, the first leg of our convoyed road trip was around 100 miles over mostly half-decent, but bouncy autobahn concrete. But, this was pure punishment, & I’m sure many later “bad back” medical problems had their origin with such travel in such vehicles. This was the loud barking, hair shedding, flea scratching stage. But, after arrival at the forested destination with nothing to drive on but boulders, sharp terrain rises, & falls, all ensconsed in deep German mud, the spartan awkward olive drab machine seemed to say “at last!” Now it had found its treasured bone, & longed to be petted after returning it to its master. After cursing the machine for hours, It finally showed me what what its intended design demanded. Respect – prost!
I had to look up “deuce and a half”. That’s a real beast, and an excellent escalation of the analogy!
A great post, even though I’m not a dog guy. But count yourself lucky that your 4.0 pulls fourth gear (out of five) on those 80 mph western interstates. My 3rd gen 3.5 Tacoma is lucky to not need third … and it’s got a six speed. Of course, both of us are still doing a lot better than the “overland” guys in V6 Toyota’s of either variety pushing 35” tires, a 2” lift, and roof-mounted dayglo orange MaxxTraxx and rooftop tents through the atmosphere.
Thanks dman. Yes, the last thing a Tacoma or 4R needs is heavy overlanding gear and oversized tires. Some of those guys re-gear the rear differential just to keep it drivable.
I’ve never driven the Tacoma 3.5, but six years after introduction I’ve still heard little good about that engine/trans combo. Aside from an on-paper bump in EPA ratings (golden for the fleet average, I’m sure), it seems to underperform relative to the 4.0 + 5spd. It’s amazing what another 1,000 lbs of curb weight and poor aerodynamics will do to the engine that can fling a Camry or Avalon to a 100 mph trap speed.
Am I correct that the 6 speed is geared rather tall? I thought it wound out to nearly 40 mph in first gear.
I’m too lazy to look up all the gearing numbers but I know my Tacoma has a 3.91 rear end vs 3.73 in your 4Runner. The 3.5 has a higher redline and certainly likes to rev, with less low rpm power, plus transmission programming that encourages early upshifts. In many mountain conditions, or strong headwinds, it feels less comfortable than my previous 3.4 with 4 speed (I’ve driven, but never owned, a 4.0), but after six years I’m used to it. On the other hand, if needed, it can easily pass slower traffic at 90-100 mph …. lots of rpm brings real power. Most recent trip from sea level where I live, over the Sierra’s and back, and with more than 100 miles of dirt road in Death Valley, some 4wd but no low range, netted 21.5 mpg indicated. That’s with slightly larger than stock E rated BFG KO2’s, so maybe 22 actual. With stock size P metric tires it might have gotten 23.
That’s pretty good mileage, and I see a similar pattern in my 4R–high speeds kill mpg quickly while EPA ratings can be exceeded going up and over a pass at lower speeds. Aerodynamics really matter.
Sounds more and more like the Tacoma’s peaky engine would shine with the manual transmission.
Speed limits are the maximum legal speed, not the minimum speed that you are required to maintain. If better fuel economy is a concern you can drive slower, that’s what the old 55 mph. national limit was supposed to do. Now that vehicles are so much more efficient you can travel at higher speeds and still get pretty good mileage, depending on the vehicle. I just keep aware of traffic conditions and move to the right lane if faster traffic is overtaking me. I make it a point to never hold up faster traffic, which results in hostility from faster drivers. I think that 16 mpg. for driving for long periods at 80 mph. is pretty good in a 4WD truck. My V6 F150 (2WD) will give me 20 mpg. at 65 mph. I drove to LA once at 80-85 mph. and only averaged 15-16 mpg. I rarely drive it faster than 70 over longer trips. If you choose to drive fast you are going to have to pay for it in many ways, not just at the pump.
Agreed that I’m not obligated to drive 80mph when the posted speed limit is 80mph and when given the choice I often will camp out to the right at a more comfortable 70.
However, on the rural I-15/I-80/I-84 stretches here in Utah and Idaho, there’s only two lanes in each direction so you’re often left with the choice of running hard in the left lane or getting stuck behind trains of RVs and loaded tractor trailers at well under the limit. Newer SUVs and trucks can do the 85mph sprint with more composure and power even if their mpg isn’t any better. The 4R is outdated in this type of situation.
Funny what some are ok with and others aren’t. 16MPG into a stiff headwind doing 80+ seems perfectly acceptable to me, just the cost of doing business. The truck probably isn’t real happy at that speed anyway, I know my Pathfinder isn’t, it’s really a 65MPH truck although I will push it towards the speed limit in those more permissive areas. But that doesn’t mean it likes it. But slushboxes, especially since they’re all electronic these days with everything pre programed, are shameful and an embarrassment IMO. If it can’t hold a gear, it shouldn’t upshift. The programmers know that, they, or their bosses, just don’t care. The tech is there, they just don’t care if it drives people crazy as long as it doesn’t break. A low bar these days.
Resale value on any Toyota truck around here is just absolutely nuts. But people want them so they’ll pay it.
I know, I’m being picky. My best friend used to have a 96 Tacoma with the 2.7 four and back in the college days we’d run that thing out into the desert and it had to work hard to maintain 70mph in some conditions. This 4R is a rocketship in comparison. Another friend had an early 90s Toyota pickup with the little 22R-E and that was real chore. But, newer SUVs and trucks have ample power and can now run at 85 with little sign of effort while returning the same 16mpg.
My complaint with the 4R under these conditions is the combination of poor mpg and comparative lack of power.
Excellent writing and information, as has become expected from you Mr P (no pressure!). The labrador analogy is just so.
I’m a bit intrigued by the comment directly above, as it’s from an American, used to American highway conditions. If one puts aside the boredom and time factors, is it necessary to flog the old truck along beyond its comfort zone? I mean by that, would it be dangerous to knock 10 or 15mph off the speed, thus obviating a bunch of the wanders and petrol costs involved?
In my big van, I generally drive in the right lane with the trucks with the cruise control set between 65 and 68. At that speed it feels most comfortable and relaxed, and gets quite decent mileage (18-20 mpg). If I try to keep up with the left lane, mileage suffers quickly, dropping to 16.
I just don’t feel hurried when driving the van, and find it much more relaxing to roll along with the trucks rather than constantly fighting the folks in the left lane, where someone is always wanting to go faster. It’s not worth it.
I do find it a bit amusing that I consistently get better mileage in my tall home-on-wheels than my son does in his Tacoma pickup.
I too tend to keep our van at or below the posted limit. Since I installed slightly larger tires, so the speedo under-reads, I can set the cruise control to 65 indicated and resist the temptation to speed that the EcoBoost V6 encourages, and feel that I’m not holding up traffic even in the right lane. But in Utah/Montana/Idaho I think the truck/trailer speed limits are 10-15 mph higher than California’s 55 mph. Our van – taller, heavier, AWD, turbocharged – does quite a bit worse than our Tacoma on the highway but seems to be about the same around town.
One more comment, to Justy’s question. Montana, for example, is about 600 miles east to west. 80 mph (legal in most of the state) vs 65 mph saves 1.5 hours. Not meaningful if sightseeing and exploring on back roads, but significant if you’re crossing the state to get somewhere else. And as beautiful as most parts of the West are, eastern Colorado, Montana and Wyoming have a lot of flat nothing.
Thanks, justy! As I wrote above to Jose, no I’m certainly not obligated, but on high speed rural interstates you’re often left to choose between only two lanes: stuck behind truck traffic that is both slow and highly variable, or foot-to-floor 85 mph in the left lane. The old gal does fine at 85 if there isn’t a headwind, but often there is!
I thoroughly enjoyed this review! My wife an I have considered a 4Runner for a long time but have yet to pull the trigger. Read a review she sent me recently and I immediately dismissed it, same as you. With a 94 Toyota Pickup daily I live in and love a Spartan vehicle but and would appreciate the small upgrades a new 4Runner would provide, like useful cupholders and a place to put my phone and wallet. Your review cemented my positive outlook on this unique vehicle as well as my desires for one!
Thank you, Karl. If you daily a 94, I’m sure you will have no complaints about the power and poshness of the 4R, but I also think the 4R will feel familiar in that honest Toyota truck way. That’s one of the attributes I like about it.
I used the windy interstate example as a worst-case scenario to highlight shortcomings relative to modern vehicles, but in most situations the 4R really is a nice combination of throwback 1990s Toyota 4×4 and daily comfort/livability.
I’d personally go for the TRD Off Road trim and skip the KDSS and sunroof. This trim keeps the price reasonable, provides the locking rear differential & terrain modes, skips the easily-scratched silver dash plastics, and leaves the suspension open to easy modification. The sunroof robs a lot of headroom for the front passenger.
Thank you very much for that additional information! I was leaning towards the TRD Off Road and was wondering if KDSS is worth it. Where did you get your rear spacer? I have heard that the supercharger does wake up the 4.0 much like it did the older 3.4, but $7k is a lot of money.
It was a Daystar brand 1.5″ spacer, fairly certain I ordered it off of Amazon.
Regarding waking up the 4.0, there are plug-in throttle map controllers (Pedal Commander & Sprint Booster) that allow you easily adjust how aggressive you want the throttle to be. This 4Runner has enough power, 0-60 is 7.5 seconds compared to something like 10 for the 3.4L 4Runner & Tacoma, but the factory throttle calibration is very conservative so it feels slower than it is at the 25% throttle most of us use. Those throttle controllers are something like 300-400 bucks and a lot of folks on the 4R owners forums really like them, and with the simple push of a button on the under-dash controller you can take the mapping back to conservative for off road use where it is helpful.
KDSS may well be worth it if you do not plan on lifting the vehicle. From what I remember reading a few years ago, it would have complicated the simple lift I have on my SR5.
Great article and enjoyable read. I read a couple of your other similar articles and was sorry to hear about your mom. I’m a mom of similar age.
I’m considering a 4Runner and for way less than the 1%. Replacing a 2016 Yukon xl Denali with 25k miles. I’m going smaller to use my trade to pay in full for a new vehicle and get better mileage. I test drove an Acura and Highlander and then the 4Runner just because the salesman offered. That’s the one I liked. The others were just meh. I especially like the height and how well I can see out. And it seems to have enough amenities that I can forgive the ones it doesn’t have. Except maybe the lack of a power lift gate. What’s up with that.
My only hesitation is the power. You can tell I don’t drive much but there are a several thousand miles of road trips on the odometer and I love the power I have now. I can be driving behind someone at 65mpg and pass them like they are standing still. Not to mention hearing it run when I use remote start. Just to hear it run. And from where I live it’s an 8 hr drive on I10 west just to get out of the state with 80-85 speed limits. Where it’s not uncommon to drive 90+. That’s a lot to loose especially without getting better gas mileage. 🙂
4Runner or Highlander? I’ve stopped considering other vehicles. Do I just toss a coin?
Thank you for the kind comments. I’m glad that a real owner review is proving useful!
If I personally had the priority list I’m seeing in your comment (capable high-speed cruising, decent power, better fuel economy), I’d opt for the Highlander V6 hands-down. The 4Runner’s likeable test drive personality can get old on the street. I haven’t driven the Highlander, but I have other Toyota products with the Highlanders’ 3.5 V6 and 8-speed auto, and it is a far more refined and modern feeling combination. Instrumented tests show the Highlander to be notably quicker than the 4Runner, and it averages 21mpg across many owners on Fuelly.com compared to 17 mpg for the 4Runner. The Highlander has a nicer cabin, it will be quieter, and it will feel more planted and secure at those highway speeds. I’d give ’em both a good, long test drive and pay strong attention to seat comfort, driving position, and take them both up to 90 on the freeway and see which speaks to you :).
With your first hand experience and your comments, I will get the Highlander and not look back or do the woulda coulda shoulda.
Thanks for your help!
You’re very welcome! But please do take long test drives in both vehicles again, to be sure you get the one you like better. Make a day of it, tell the salesman to take a hike so you can drive it solo for an hour and make sure that driver’s seat is comfortable. Take ’em on the freeway and do some of those 65mph+ passing maneuvers. I once didn’t pay enough attention to the driver seat on a test drive and greatly disliked that car on road trips for years afterward because of it. Talk about woulda coulda shoulda!
Oh, and Toyota makes two different suspension tunes for the Highlander. The XSE is a bit firmer and “sportier” than the XLE, Limited, and Platinum. Something to be aware of during the test drive. Good luck and enjoy!