When Toyota unveiled the new 2025 4Runner in April, it sparked a wave of questions among Toyota enthusiasts. Coming hot on the heels of the redesigned Land Cruiser, which now shares the TNGA-F platform with the Tacoma, Sequoia, and Tundra, the new 4Runner seemed strikingly similar. Sharing the same platform, size category, and a 2.4-liter engine paired with an eight-speed transmission, some wondered if the New Toyota 4runner was too close to the Land Cruiser for comfort – almost… redundant.
Having had the opportunity to drive the new Toyota 4Runner alongside the Land Cruiser, the answer is nuanced. Yes, there’s considerable overlap. Toyota’s strategy, however, is to target distinct customer segments, broadening their appeal to compete with vehicles like the Ford Bronco, Jeep Wrangler, and even the Porsche Cayenne. As a Toyota representative explained at the 4Runner’s media launch, “4Runner is a North America-focused product for North American taste, so the driving dynamics and styling are very different. One of [the chief engineer’s] top three goals was to make it fun to drive and sporty. Land Cruiser is a global vehicle based on global heritage and tastes, from a driving dynamics standpoint.”
Essentially, Toyota positions the new Toyota 4Runner as the more aggressive and sporty option, while the Land Cruiser leans towards premium and globally-oriented, influencing both styling, finish, and driving dynamics.
What is the New Toyota 4Runner?
Toyota emphasizes the versatility of the new Toyota 4Runner, a point underscored by its extensive trim lineup. Unlike the Land Cruiser, offered in just two trims (1958 and Land Cruiser), the new Toyota 4Runner boasts nine different variants, with prices ranging from $42,220 to $68,350:
- SR5 ($42,220 for 4×2, $44,220 for 4×4)
- TRD Sport ($48,700 for 4×2, $50,700 for 4×4)
- TRD Sport Premium ($54,060 for 4×2, $56,060 for 4×4)
- TRD Off-Road 4×4 ($50,640)
- TRD Off-Road Premium 4×4 ($56,420)
- Limited ($56,850 for 4×2, $58,850 for 4×4)
- Platinum 4×4 ($64,310)
- TRD Pro 4×4 ($68,350)
- Trailhunter 4×4 ($68,350)
Close-up of the new Toyota 4Runner TRD Pro engine bay, highlighting the i-Force Max hybrid powertrain
The top-tier trims – Platinum, TRD Pro, and Trailhunter – exclusively feature the 2.4-liter hybrid “i-Force Max” powertrain, delivering an impressive 326 horsepower and 465 lb-ft of torque. This powertrain will be familiar to those acquainted with the Tacoma or Land Cruiser hybrids.
The Limited, TRD Off-Road, and TRD Off-Road Premium trims come standard with the 278 horsepower, 317 lb-ft 2.4-liter “i-Force” engine, which is the sole engine option for the SR5 and TRD Sport. However, these three trims offer the hybrid powertrain as an optional upgrade for an additional $2,800.
Detailed view of the standard 2.4-liter i-Force engine in the new Toyota 4Runner
Third-row seating, a feature primarily for the SR5 and non-hybrid Limited models (at a $600 option), is restricted in hybrid models due to the battery pack’s placement under the rear cargo area. The Trailhunter model demonstrates this space constraint clearly.
Toyota 4Runner Trailhunter rear cargo area, showcasing the elevated floor due to the hybrid battery, limiting third-row seating
Contrast this with the non-hybrid SR5, which offers a noticeably lower cargo floor, accommodating the optional third-row seating. While the TRD Sport and TRD Off-Road non-hybrid versions could technically house a third row, Toyota has historically limited this option to the Limited and SR5 trims based on customer demand and dealer input.
Toyota 4Runner SR5 with third-row seating, highlighting the lower cargo floor in non-hybrid models
Underneath the skin, the new Toyota 4Runner shares its foundational elements with its Toyota siblings. The front suspension design, a double-wishbone independent setup with coilovers, is conceptually consistent across the Tacoma, Land Cruiser, and the new 4Runner, although specific components and geometry vary by trim.
Front suspension of the Toyota Tacoma, illustrating the shared design with the new 4Runner and Land Cruiser
Front suspension of the Toyota Land Cruiser, showing the common platform design
Another angle of the Toyota Land Cruiser front suspension, emphasizing the shared architecture
Close-up of the new Toyota 4Runner's front suspension, demonstrating the double-wishbone independent design
Another view of the new Toyota 4Runner's front suspension, highlighting component similarities
Similarly, the rear suspension employs a coil-sprung solid axle, a design mirrored in the Tacoma and Land Cruiser.
Rear suspension of the Toyota Tacoma, showcasing the solid axle design
Another perspective of the Toyota Tacoma rear suspension, illustrating the coil spring and solid axle setup
Rear suspension of the Toyota Land Cruiser, confirming the shared solid axle and coil spring configuration
Additional view of the Toyota Land Cruiser rear suspension, reinforcing the common design elements
Rear suspension of the new Toyota 4Runner, demonstrating the coil-sprung solid rear axle
Another angle of the new Toyota 4Runner's rear suspension, emphasizing the solid axle and coil spring arrangement
Dimensionally, the new Toyota 4Runner and Land Cruiser are closely matched. The Land Cruiser measures 194 inches long, 84.2 inches wide, and 73.2 inches tall. The new 4Runner is approximately an inch longer, with similar width, and comparable height in Limited, TRD Sport, and Platinum trims. Ground clearance is also nearly identical between the Land Cruiser and these specific 4Runner trims.
Both vehicles share a 6,000-pound towing capacity and achieve 23 MPG combined fuel economy in their hybrid configurations. Non-hybrid 4Runners, however, experience a slight decrease of one to two MPG combined.
Driving the New Toyota 4Runner: On-Road and Off-Road Impressions
Front view of the new Toyota 4Runner TRD Pro in an urban setting, highlighting its aggressive styling
The driving experience of the new Toyota 4Runner begins in downtown San Diego, starting with a TRD Pro model on the highway. The interior immediately reveals a strong resemblance to the Toyota Tacoma, featuring a prominent 14-inch touchscreen and a 12.3-inch digital gauge cluster. The design is robust and truck-like, with blocky “TOYOTA” lettering, a substantial shift lever, a thick passenger grab handle, and durable, albeit hard, interior materials.
Interior of the new Toyota 4Runner, showing the dashboard, touchscreen, and rugged design elements
Minor imperfections in trim fitment were noticeable in the pre-production TRD Pro, particularly around the glovebox area, suggesting potential areas for refinement in final production models.
Close-up of interior trim near the glovebox in a pre-production Toyota 4Runner, pointing out minor fitment issues
While handling agility wasn’t a standout feature, unsurprising for a large truck on 33-inch tires, the ride quality was commendable. The non-functional hood scoop, a design element shared with the Tacoma, exhibited some shaking at highway speeds, a detail some may find detracts from the otherwise solid feel.
Exterior shot of the Toyota 4Runner TRD Pro hood, showing the non-functional hood scoop
The TRD Pro’s piano black plastic trim also drew attention, not for its aesthetics, but for its susceptibility to swirl marks, a common issue with this material, especially in off-road vehicles where dust and debris are prevalent.
Another close-up of piano black trim, showing the swirl marks in detail
Additional shot of piano black trim, illustrating the accumulation of swirl marks
The Cheapest 4Runner Is Good
Front three-quarter view of the base model Toyota 4Runner SR5, showcasing its simpler styling
Surprisingly, the base model 4Runner SR5 (two-wheel drive, approximately $43,000) emerged as a highlight. Its lighter weight (4,455 pounds, 1,000 pounds less than the TRD Pro) significantly enhanced the driving experience. The 278 horsepower, 317 lb-ft 2.4-liter non-hybrid turbo engine felt just as responsive, if not quicker, than the more powerful hybrid TRD Pro. The SR5 felt nimbler, smaller, and more enjoyable on-road overall.
The 2.4-liter turbocharged inline-four engine, while not particularly inspiring in sound or character, provides adequate power, and the eight-speed automatic transmission delivers smooth, crisp shifts. It’s a functional and competent powertrain, reminiscent of previous 4Runner generations in its unassuming effectiveness.
Screenshot of Toyota 4Runner specifications and features, highlighting key details
Interior of the Toyota 4Runner SR5, showing the eight-inch screen and cloth seats
The SR5’s interior, featuring an eight-inch touchscreen, felt well-proportioned and less imposing than the 14-inch screen in higher trims. The light cloth seats were both visually appealing and comfortable.
Close-up of the cloth seats in the Toyota 4Runner SR5, emphasizing their texture and design
Getting Into The Third Row
The optional third-row seating in the SR5 offered an interesting, albeit compact, experience. Similar to the “jump seats” of the previous generation 4Runner, these seats are positioned low to the floor due to the solid rear axle and frame structure. They fold down and back when not in use.
Rear cargo area of the Toyota 4Runner with third-row seats folded down, showing the compact storage
Access to the third row involves maneuvering past the rear wheel arch, but with the second row easily folded via a lever, entry isn’t overly cumbersome.
Access point to the third-row seats in the Toyota 4Runner, demonstrating the folding second-row
When folded flat, the third-row seats create a mostly level cargo floor, though space is limited.
Another angle of the folded third-row seats, emphasizing the cargo area
Releasing and raising the third-row seatbacks can be done using either a handle or a strap.
Handle for releasing the third-row seatback in the Toyota 4Runner
The seat cushion then slots into position below the seatback.
Seat cushion slot for the third-row seats in the Toyota 4Runner, showing the deployment mechanism
A rubber-like barrier must be reached through to pull the seat up into its deployed position.
Rubber barrier to access and pull up the third-row seat in the Toyota 4Runner
Once deployed, the third-row offers jumpseat-style seating.
Third-row seats deployed in the Toyota 4Runner, ready for use
Legroom is tight for adults, as demonstrated by a five-foot-eight individual, making it suitable for short trips only.
Legroom in the third-row seats of the Toyota 4Runner, showing limited space for an adult
Headroom is even more constrained, likely making the third row best suited for children and teenagers rather than adults.
Headroom limitation in the third-row seats of the Toyota 4Runner, unsuitable for taller adults
The 4Runner Trailhunter Is Legitimate
The Trailhunter trim, positioned as the overlanding-focused version of the new Toyota 4Runner (contrasting with the “rally” oriented TRD Pro), proves its off-road credentials. At $68,350, it’s a premium offering, packed with off-road features including comprehensive underbody protection, a sway bar disconnect for enhanced front axle articulation, robust 33-inch tires, a rear locker, and a snorkel. The interior is also well-equipped, enhancing its appeal for adventure enthusiasts.
Front view of the Toyota 4Runner Trailhunter, showcasing its overlanding-focused design and snorkel
Interior of the Toyota 4Runner Trailhunter, highlighting its premium features and off-road instrumentation
The off-road course driven was easily managed by the Trailhunter. While the independent front suspension limited the impact of the sway bar disconnect on front axle articulation, the coil-sprung five-link rear axle demonstrated impressive flex. Crawling over uneven terrain was smooth, aided by the front-facing camera.
Another view of the Toyota 4Runner Trailhunter off-roading, showing its performance on uneven terrain
The hood design, with a lowered center section, provided excellent forward visibility, simplifying trail navigation. Underbody skid plates on the front end, fuel tank, and transfer case offered substantial protection against obstacles.
Toyota 4Runner Trailhunter underbody protection, showing skid plates for off-road durability
Close-up of the skid plates on the Toyota 4Runner Trailhunter, emphasizing their robust construction
Further detail of the skid plates, highlighting the extent of underbody protection on the Toyota 4Runner Trailhunter
Despite its 10.1 inches of ground clearance, rear locker, and disconnecting front sway bar, the Toyota 4Runner Trailhunter’s breakover and departure angles (24 degrees each) are decent but not exceptional, falling short of dedicated off-roaders like the Ford Bronco or Jeep Wrangler due to its overall size and design.
The TRD Pro “Rally” SUV Is Fun At High Speeds
The TRD Pro was tested on a high-speed dirt track, showcasing its rally-inspired capabilities.
Toyota 4Runner TRD Pro on a dirt track, demonstrating its high-speed off-road performance
Equipped with “3-way adjustable Fox 2.5-in internal bypass Q3S shocks with rear piggy-back remote reservoirs,” the TRD Pro effectively absorbed bumps and undulations at speed.
Close-up of the Fox suspension components on the Toyota 4Runner TRD Pro, highlighting its performance features
Toyota even demonstrated the TRD Pro’s jump capability, highlighting its robust build and suspension.
Screenshot of the Toyota 4Runner TRD Pro performing a jump, showcasing its rally-inspired suspension
However, the TRD Pro trim, like the Trailhunter, isn’t without its drawbacks. The piano-black exterior trim and the shaking, non-functional hood bulge remain points of critique.
Exterior detail of the Toyota 4Runner TRD Pro, pointing out the piano black trim and hood bulge
Furthermore, the underbody protection on the TRD Pro is less comprehensive compared to the Trailhunter, despite the TRD Pro also featuring performance-oriented “Old Man Emu® 2.5-in forged shocks with rear piggyback remote reservoirs.”
Underbody protection of the Toyota 4Runner TRD Pro, showing the extent of skid plating
Despite the Trailhunter’s and TRD Pro’s distinct strengths, the TRD Off-Road trim emerges as a compelling middle ground.
The TRD Off-Road Is The Goldilocks Trim
The TRD Off-Road trim, mirroring the conclusion reached after evaluating the Tacoma lineup, stands out as the most balanced option in the new Toyota 4Runner range.
Front view of the Toyota 4Runner TRD Off-Road, emphasizing its functional and less adorned design
Side profile of the Toyota 4Runner TRD Off-Road, showing its stance and tire size
Rear view of the Toyota 4Runner TRD Off-Road, highlighting its practical design elements
Front three-quarter view of the Toyota 4Runner TRD Off-Road, showcasing its off-road ready appearance
Priced starting at $50,640 for the base TRD Off-Road and $56,420 for the TRD Off-Road Premium, it is more expensive than comparable Ford Broncos or Jeep Wranglers by approximately $10,000. However, the 4Runner’s established reputation justifies the price for many buyers. The TRD Off-Road offers the best value proposition within the 4Runner lineup.
Front three-quarter view of the Toyota 4Runner TRD Off-Road Premium hybrid, showcasing its upgraded features
Side view of the Toyota 4Runner TRD Off-Road Premium hybrid, highlighting its premium trim elements
Interior of the Toyota 4Runner TRD Off-Road Premium hybrid, showing the faux-leather interior and large screen
Dashboard of the Toyota 4Runner TRD Off-Road Premium hybrid, emphasizing the technology and design
The TRD Off-Road Premium hybrid, costing over $60,870, includes upgrades like a faux-leather interior, large screen, front-facing camera, and moonroof, in addition to standard TRD Off-Road features like 33-inch tires and a rear locker.
Front view of the Toyota 4Runner TRD Off-Road, highlighting its forward visibility and functional fender flares
Side view of the Toyota 4Runner TRD Off-Road, showing the ground clearance and tire size
Close-up of the matte-black fender flares on the Toyota 4Runner TRD Off-Road, emphasizing their functional design
While extensive off-roading wasn’t conducted in the TRD Off-Road, its capabilities are evident, offering ample features for off-road enthusiasts. Forward visibility is excellent, especially with the optional camera, and the 9.1 inches of ground clearance is substantial. The functional matte-black fender flares add to its off-road aesthetic.
Underbody of the Toyota 4Runner TRD Off-Road, revealing the skid plate and chassis components
Close-up of the front skid plate on the Toyota 4Runner TRD Off-Road, showing its construction
Fuel tank and transfer case protection on the Toyota 4Runner TRD Off-Road, highlighting the sheet metal shielding
Transmission area undercarriage of the Toyota 4Runner TRD Off-Road, noting the lack of dedicated protection
The TRD Off-Road lacks a sway bar disconnect, which is less critical given the front suspension’s limited articulation. Underbody protection, while present, is not comprehensive, particularly for the transmission, though aftermarket solutions are readily available.
Front three-quarter view of the base model Toyota 4Runner TRD Off-Road, emphasizing its no-frills appeal
Moving to the base model, non-hybrid TRD Off-Road ($50,640), its appeal becomes even clearer. It strips away unnecessary frills, focusing on core off-road essentials.
Interior of the base model Toyota 4Runner TRD Off-Road, showing the cloth seats and functional design
The interior is functional and straightforward, featuring comfortable cloth seats. It retains essential off-road equipment like a rear locker, 33-inch tires, basic underbody protection, a gasoline 2.4-liter turbocharged engine, eight-speed automatic transmission, and a low-range transfer case – everything needed without excess.
Dashboard of the base model Toyota 4Runner TRD Off-Road, highlighting the essential controls and features
Center console of the base model Toyota 4Runner TRD Off-Road, showing the gear selector and off-road controls
Rear cargo area of the base model Toyota 4Runner TRD Off-Road, demonstrating its practical space
Front seats of the base model Toyota 4Runner TRD Off-Road, showcasing the cloth upholstery
While a front-facing camera would be a welcome addition, particularly for off-roading, and running boards might be removed for improved clearance, the base TRD Off-Road represents the best value in the 4Runner range. Weighing 4,850 pounds, it’s also over 600 pounds lighter than the Trailhunter or TRD Pro, enhancing performance and fuel efficiency.
The weight reduction, combined with increased cargo space and the questionable long-term payback of hybrid fuel savings, suggests that skipping the hybrid powertrain is a viable choice for the TRD Off-Road. Real-world fuel economy and long-term reliability will further solidify this recommendation.
Toyota 4Runner TRD Off-Road Vs Toyota Land Cruiser
Toyota 4Runner and Land Cruiser head-to-head, symbolizing their sibling rivalry
So, why choose a Land Cruiser over the new Toyota 4Runner?
Price is a significant factor. The 4Runner TRD Off-Road starts at $50,640, nearly $7,000 less than the base $57,400 Land Cruiser 1958. The base Land Cruiser includes a larger infotainment screen, a hybrid powertrain, and a full-time four-wheel-drive system with a locking Torsen LSD center differential. In contrast, the 4Runner TRD Off-Road features a smaller screen, a part-time four-wheel-drive system, and a less powerful gasoline engine.
However, the interior quality of the base Land Cruiser 1958 is not significantly superior to the 4Runner’s. Upgrades in Land Cruiser interior materials are only noticeable in higher trim levels. Furthermore, the hybrid powertrain in the Land Cruiser, while standard, may not justify the price premium or the reduced cargo volume compared to the non-hybrid 4Runner.
Interior of the base model Toyota Land Cruiser 1958, showing the infotainment screen and dashboard
Dashboard of the base model Toyota 4Runner TRD Off-Road, highlighting the essential controls and features
Another angle of the Toyota Land Cruiser 1958 interior, highlighting design elements
Center console of the base model Toyota 4Runner TRD Off-Road, showing the gear selector and off-road controls
Dashboard and controls of the Toyota Land Cruiser 1958, emphasizing the layout and materials
Front seats of the base model Toyota 4Runner TRD Off-Road, showcasing the cloth upholstery
In terms of interior design elegance, the Land Cruiser holds a slight edge. Exterior styling also leans in favor of the Land Cruiser, with a more squared-off roofline and a less “squished” front end compared to the new Toyota 4Runner.
Side view of the Toyota 4Runner TRD Off-Road Premium hybrid, highlighting its premium trim elements
Front three-quarter view of the base model Toyota 4Runner TRD Off-Road, emphasizing its no-frills appeal
Front three-quarter view of the Toyota Land Cruiser 1958, showing its exterior styling
Official image of the 2024 Toyota Land Cruiser 1958, providing a clear view of its design
Off-road capability is remarkably similar between the two SUVs. Both feature a rear locker (the Land Cruiser adds a locking center differential, less crucial in the 4Runner’s part-time 4WD system), basic underbody skid plates, and Toyo all-terrain tires.
However, tire sizes differ. The Land Cruiser uses 245/70R18 tires, while the 4Runner TRD Off-Road has larger 265/70R18 tires, contributing to the 4Runner’s 9.1 inches of ground clearance compared to the Land Cruiser’s 8.7 inches.
Off-road geometry also plays a crucial role. The Land Cruiser boasts a 30-degree approach angle, 22-degree departure angle, and 25-degree breakover angle. The 4Runner TRD Off-Road, in comparison, has a 19-degree approach angle, 24-degree departure angle, and 24-degree breakover angle.
The significant 11-degree advantage in approach angle for the Land Cruiser would typically make it the superior off-roader. However, the Land Cruiser’s lower 22-degree departure angle somewhat negates this advantage. Furthermore, the stated 19-degree approach angle for the 4Runner TRD Off-Road seems potentially underestimated, especially considering the base SR5’s 18-degree angle with smaller tires and a front chin spoiler.
Screenshot of the Toyota 4Runner SR5 with a front chin spoiler, impacting approach angle
Removing the chin spoiler on the SR5 would clearly improve the approach angle beyond just one degree. The TRD Off-Road models tested lacked this spoiler and featured larger tires, suggesting a potentially much better approach angle than officially stated.
Front three-quarter view of the Toyota 4Runner TRD Off-Road Premium hybrid, showcasing its upgraded features
The TRD Off-Road models, as shown in online configurators, sometimes include this spoiler, creating further ambiguity.
Front three-quarter view of the Toyota 4Runner TRD Off-Road Premium hybrid, showcasing its upgraded features
In real-world off-road driving, the Land Cruiser 1958 and 4Runner TRD Off-Road perform with comparable capability. Styling preference might lean towards the Land Cruiser, while pricing clearly favors the 4Runner.
Toyota 4Runner cargo area, showing its spaciousness
Cargo volume comparison reveals that hybrid versions of both vehicles are similar, with the 4Runner TRD Off-Road offering 82.6 cubic feet behind the front seats and 42.6 cubic feet behind the second row. The Land Cruiser offers 82.1 cubic feet behind the front seats and 46.2 cubic feet behind the second row. Non-hybrid 4Runners significantly outpace both with 90.2 cubic feet behind the front seats and 48.4 cubic feet behind the second row.
On-road driving dynamics are also comparable. The Land Cruiser might offer a slightly softer ride, while the 4Runner feels a bit firmer. Neither excels as a sports car, exhibiting body roll and brake dive. Both prioritize off-road capability and Toyota’s renowned reliability.
My Verdict
Front three-quarter view of the Toyota 4Runner in an off-road environment, showcasing its capabilities
While the similarities between the new Toyota 4Runner and Land Cruiser might initially seem like redundancy, they ultimately offer valuable choices in the mid-size, body-on-frame SUV segment. The previous generation Land Cruiser had evolved into a luxury vehicle, and this new approach provides options for different needs and budgets.
The 2.4-liter turbocharged inline-four engine is adequate, if not exhilarating, mirroring the performance of engines in past 4Runner and Tacoma models. The eight-speed automatic transmission is well-matched to the engine, and expectations are high for improved fuel economy and reliability over previous generations. The independent front suspension and solid rear axle provide a balanced approach for both on- and off-road driving. Interiors are modern yet functional. The new Tacoma and 4Runner are worthy successors, with the Land Cruiser fitting into the lineup as a more premium, hybrid-focused alternative.
The Land Cruiser isn’t as hardcore off-road as the 4Runner TRD Pro or Trailhunter but surpasses the SR5 or Limited/TRD Sport in off-road prowess. It roughly matches the 4Runner TRD Off-Road in capability but includes a standard hybrid powertrain (reducing cargo volume compared to non-hybrid 4Runner TRD Off-Road models), enhanced interior and exterior aesthetics, and potentially a slightly softer ride.
For those prioritizing affordability and optional third-row seating without extensive off-road needs, the base 4Runner SR5 is a strong contender. For balanced on and off-road capability around $51,000, the 4Runner TRD Off-Road is ideal. For serious off-road enthusiasts with a higher budget, the 4Runner Trailhunter or TRD Pro are compelling choices. For a more luxurious and capable off-roader from Toyota, the Land Cruiser is the answer. (For even greater luxury, consider the Lexus GX). For those prioritizing a cool aesthetic with decent off-road ability, the base Land Cruiser is appealing.
Ultimately, personal preference and priorities will guide the choice. For those favoring maximum cargo volume, less emphasis on hybrid technology, and a desire to save money, the non-hybrid 4Runner TRD Off-Road is the rational choice. However, the allure of a non-base-model Land Cruiser, offering enhanced interior quality alongside off-road capability, is undeniable for those willing to invest more for a more refined experience.
