2021 marks the twelfth model year that the current generation of Toyota 4Runner has been available for purchase in the United States, making it one of the longest-lived vehicles on sale here. In defiance of typical norms, each of the last three years have seen higher sales volume than that of any year prior, with prior meaning not just of this generation, but ever, currently hovering around 130,000 units per year. It ranks as one of the most durable and admired vehicles that Toyota makes and boasts one of the highest resale value percentages of any vehicle sold in North America.
There have been many different versions sold over the years of this generation, however the basics have remained the same, with only one powertrain option available since the 2011 model year. There was a minor restyle over half a decade ago, and as of 2015 there has also been a TRD Pro version available. This represents the pinnacle of the 4Runner lineup and we were fortunate enough to have one sent to us last week to play around with.
With the kind of success it’s been having some might think that the 4Runner is clearly at the sharp end of the market, fitted with the latest and greatest tech and constantly being upgraded to remain at the forefront of new trends. Nothing could be further from the truth although there has been a regular stream of small changes over the years including again this year. The secret sauce mainly appears to be precisely that it is a known quantity, a stolid steward of the Toyota predictability mantle, and perhaps even a harbinger of those mythical good old days. The windshield might even feature just a little rose tinting if you squint a little.
Like the Jeep Wrangler, which the 4Runner obviously competes with, it has managed to be evergreen and like that vehicle it is long lived, popular on both the new and used markets, and used for the same pursuits. Ranging from the daily school run and/or commute for some to adventuring on the weekends or pushing things to see precisely how far one can get away from it all while hopefully returning under its own power for others (and both for many), it’s sort of a “do anything” sort of vehicle without being ostentatious and remaining very approachable to everyone.
The styling of the 4Runner in general is solid, chunky, and without much pretense, it looks tough, rugged, and very much Body-On-Frame. The amount of time it has now been since the last refresh has even made the so-called “Predator Face” less menacing and more familiar.
With the TRD Pro version though I find that they have absolutely nailed “The Look”, adding the bare minimum of accessories to give it more visual presence while not adding anything not serving a purpose (well, besides the hood scoop). Sure, some people will add a ladder to the back or side, maybe swap out bumpers or even the wheels and tires, but only to add to the functionality or individuality, rather than due to it absolutely being necessary.
As with many of the other TRD Pro models we’ve reviewed this year, this one is also painted Lunar Rock, this being 2021’s “feature” color; the TRD line has a different one every year, along with a few other choices that are available besides and usually carry over. Toyota also offers lighter duty TRD-branded versions of both the 4Runner as well as some of its other vehicles including the RAV4.
Above for example pictured in all off-roader’s natural habitat prior to hitting the trails, i.e. the parking lot in front of Starbucks, is a RAV4 TRD Offroad in the same Lunar Rock color. I believe only BOF vehicles are eligible for the full-on TRD Pro moniker but the halo spreads wide.
There are of course also different versions of the 4Runner available, everything from the most basic SR5 model with cloth interior and RWD (4WD optional), up through multiple versions with different features, some special or limited editions, a couple of lighter duty TRD-branded versions, a luxury oriented one with large shiny wheels, running boards, and full-time AWD, all in addition to this one.
Toyota limits production of the TRD Pro and as such they are often spoken for before even being built. Dealers get a limited allocation, all of which serves to keep values high. On the other hand, some of the more basic 4Runners are even seen in rental fleets, surely those companies have figured out that buying reliable and popular vehicles with stellar resale value is a winning proposition.
Every 4Runner is sold with the same engine, a 4.0l V-6 which is mated to a 5-speed automatic transmission. Producing 276hp @ 5,600rpm and 278lb-ft of torque @ 4,400rpm, this is a stout engine that while by no means makes the 4Runner objectively quick, does give off a very willing character and is competitive with other similarly sized vehicles.
It seems perfectly content to twist its heart out all day long to keep going at elevated speeds or on highways at higher elevations. Or both. Or to pull its way up a steep incline or brake itself down a steep dropoff. And no, the engine isn’t mounted way off-center, just the cover is that way for some reason. In the first year of this generation (2010) there was also a 4-cylinder offered, however it was dropped after that first year, never to return.
Somewhat gruff, not especially quiet, and with a (thankfully apparently optional but not mentioned anywhere on my copy of the Monroney sticker) TRD special exhaust that’s annoyingly drony while accelerating (although not so at a steady cruise), the engine is well matched to the when compared to the competition somewhat outdated transmission. While the five speeds on offer do not do anything to help its somewhat alarming fuel economy, they are well spaced and shifts are quick as well as timed perfectly, rare is the feeling that it is not in the appropriate gear for the particular condition.
The powertrain grows on you over a short while and lets you focus on the adage that getting there is half the fun. The mechanicalness of it all is also welcome, perhaps a reminder of how things used to be in all respects. The transmission can also be controlled manually via moving the shifter over to a manual fore/aft gate.
The 4WD system is also delightfully robust and old-school with its manually shifted transfer case. I was able to use the 4WD multiple times both while taking most of the photos as well as during a snowstorm the last couple of days I had it and it helped to keep everything on the straight and narrow.
I never though had need to lock the rear differential or use the various traction aid devices including a crawl control mode or the terrain mode, just pull the lever back into 4HI and let’er rip. The lever did move in and out of 4WD easier than the most recent Wranglers that I’ve driven as well as my own with less force being needed.
The cabin is roomy without being large if that makes sense, pretty much the right size. The seats are large, comfortable and covered in Softex imitation leather with the TRD logo embroidered into the headrests as well as featuring red stitching. Powered and heated, it only took one try to get it to a perfect configuration with the lumbar support set “just so” and then was left that way all week.
Surprisingly considering its relationship to the Tacoma line, the cabin here has more headroom, even with the sunroof my head was (barely) clear of the surround and I did not feel vertically challenged by it. Also as opposed to the Tacoma for example, the 4Runner has a smart key system with push button start, so at least that aspect doesn’t feel 20th century.
The seating position too felt more upright (if not exactly dining-room chair like), and everything fell to hand easily besides the power windows and locks which are for some reason located on top of the window sill. The dashboard and much of the plastic furnishings are hard but at least feature an interesting texture and the pieces that you are really likely to touch are in fact very soft (center console lid/armrest and door panel sections), again in black with red stitching.
The plastics as in most Toyotas don’t feel cheap and everything fit together like Lego. There’s one piece of fake metallic trim just ahead of the passenger which does a very good impression of heavily brushed stainless steel until it’s touched and revealed as obviously plastic.
The TRD Pro model gets a premium 8″ center touchscreen which feel enormous since you’re relatively close to it, it’s the standard Toyota system shared with much of the line featuring menu buttons on the sides and then a plethora of things to do and see with it. As opposed to some other systems with this size screen it also allows multiple informational items to display at once in different quadrants.
This includes navigation that worked fine on paved surfaces but didn’t display some fairly major unpaved county-maintained roads such as the one in many of these pictures even when zoomed in all the way. At one point I got a bit lost and had to rely on my phone for guidance. As is finally the case with pretty much everything Toyota nowadays, Apple CarPlay and AndroidAuto are on board as well though and being a top trim, a 15-speaker JBL Premium sound system including amp and subwoofer comes along too.
Further down the center stack are the in this case dual automatic climate controls that work with large and soft-surfaced but snug-fitting knobs and big, easy to read buttons.
Being an older platform there is no wireless charging pad, so stowing the phone involved either shoving it into one of the cupholders or a narrow-ish slot ahead of them, but there is a USB media port, two charge ports for USB cables and a 12V outlet in the cabin. Little cubbies seem to abound, in addition to that narrow one there are also little shallow pockets in the doors about halfway up ahead of the door pull, along with a large glovebox and door pockets, and several somewhat odd-shaped bins/cubbies within the center stack itself.
Up above ahead of the sunroof is another control area that contains the Multi-Terrain Select knob, rear diff lock, A-Trac button, and Crawl Control that lets the car stay at a set but adjustable speed while the driver just controls the steering.
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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?!