When Toyota unveiled the latest iteration of the 4Runner in April, it sparked a wave of questions among Toyota enthusiasts. The recent launch of the new Land Cruiser, sharing the TNGA-F platform with models like the Tacoma, Sequoia, and Tundra, already blurred the lines. Now, with the 4Runner adopting a similar size, the same TNGA-F platform, and the 2.4-liter engine paired with an eight-speed transmission, the similarities became even more pronounced. Many wondered if the two models were becoming too alike, almost redundant in Toyota’s lineup. Having had the opportunity to drive both the 4Runner and the Land Cruiser back-to-back, here’s a detailed comparison of what sets these two SUVs apart.
The initial answer is clear: there’s significant overlap between the 4Runner and Land Cruiser. Toyota’s strategy is to target distinct customer segments, aiming to broaden their reach and potentially attract buyers considering competitors like the Ford Bronco, Jeep Wrangler, or even Porsche Cayenne. According to a Toyota representative at the 4Runner’s media launch, the 4Runner is specifically designed for the North American market, emphasizing driving dynamics and styling tailored to North American tastes. The focus for the 4Runner’s chief engineer was to create a vehicle that is “fun to drive and sporty.” In contrast, the Land Cruiser is positioned as a global vehicle, drawing on its worldwide heritage and catering to a broader spectrum of global preferences in driving dynamics.
Aggressive styling detail of the Toyota 4Runner, highlighting its North American market focus.
Essentially, Toyota envisions the 4Runner as the more aggressive and sporty option, while the Land Cruiser is designed to be the premium offering. This distinction applies not only to styling and finish but also to the overall driving experience.
Unpacking the Toyota 4Runner and Land Cruiser Lineups
Toyota’s representative described the 4Runner as versatile, and the trim levels certainly reflect this. While the Land Cruiser is offered in just two trims – the 1958 and the Land Cruiser – the 4Runner boasts an extensive range of nine 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)
Toyota 4Runner i-Force Max Hybrid Engine
The top-tier trims – Platinum, TRD Pro, and Trailhunter – exclusively feature the 2.4-liter hybrid “i-Force Max” powertrain. This robust engine delivers 326 horsepower and 465 lb-ft of torque, a familiar powertrain found in the Tacoma and Land Cruiser models.
The Limited, TRD Off-Road, and TRD Off-Road Premium trims come standard with the regular 278 horsepower, 317 lb-ft 2.4-liter “i-Force” engine. This non-hybrid engine is the sole option for the SR5 and TRD Sport models. However, for those seeking more power, the hybrid powertrain is available as a $2,800 upgrade for the Limited, TRD Off-Road, and TRD Off-Road Premium trims.
Toyota 4Runner i-Force Turbo Engine
Third-row seating is offered as a $600 option exclusively on the SR5 and non-hybrid Limited trims. This is due to the hybrid battery placement under the rear cargo area, which significantly reduces space. This space constraint is evident in the Trailhunter model:
Toyota 4Runner Trailhunter without Third Row Seating
In contrast, the three-row SR5, which is not available with the hybrid powertrain, showcases the difference in cargo floor height. While the TRD Sport and TRD Off-Road non-hybrid versions could technically accommodate a third row, Toyota has historically limited this option to the Limited and SR5 trims based on customer demand and dealer feedback. Personally, the author expresses a desire for a third-row option in the TRD Off-Road. The lower rear cargo floor in the non-hybrid models is clearly visible here:
Toyota 4Runner SR5 with Third Row Seating
Delving into the underpinnings, the 4Runner shares familiar components with other Toyota models. The front suspension design is consistent across the Tacoma, Land Cruiser, and 4Runner. Here’s a look at the Tacoma’s front suspension:
Toyota Tacoma Front Suspension Components
The Land Cruiser’s front suspension:
Toyota Land Cruiser Front Suspension Detail 1
Toyota Land Cruiser Front Suspension Detail 2
And now, the new 4Runner’s front suspension:
Toyota 4Runner Front Suspension Detail 1
Toyota 4Runner Front Suspension Detail 2
While control arm designs may vary based on trim level, and link geometry is certainly different, the fundamental suspension mounting points to the frame are identical across these vehicles. The frame itself maintains the same pitch and rail width. The basic suspension design is also consistent: a double-wishbone independent front suspension with coilovers, and a coil-sprung solid rear axle.
The rear suspension also exhibits similarities across the models. First, the Tacoma’s rear suspension:
Toyota Tacoma Rear Suspension Components 1
Toyota Tacoma Rear Suspension Components 2
Next, the Land Cruiser’s rear suspension:
Toyota Land Cruiser Rear Suspension Detail 1
Toyota Land Cruiser Rear Suspension Detail 2
Finally, the 4Runner’s rear suspension:
Toyota 4Runner Rear Suspension Detail 1
Toyota 4Runner Rear Suspension Detail 2
In terms of dimensions, the 4Runner and Land Cruiser are quite comparable. The Land Cruiser measures 194 inches in length, 84.2 inches in width, and 73.2 inches in height. The 4Runner is approximately an inch longer, similar in width, and the Limited/TRD Sport/Platinum trims share a similar height to the Land Cruiser. Even ground clearance is nearly identical between the Land Cruiser and these specific 4Runner trims.
Both SUVs share a towing capacity of 6,000 pounds, and the hybrid versions (hybrid 4Runner and hybrid-only Land Cruiser) achieve the same combined fuel economy of 23 MPG. Non-hybrid 4Runner models, however, exhibit slightly lower combined MPG figures.
Now, let’s shift focus to the driving experience and compare the on-road and off-road performance of the 4Runner and Land Cruiser.
Driving Dynamics: 4Runner vs Land Cruiser On and Off-Road
Toyota 4Runner TRD Pro Driving Scene
The driving event commenced in downtown San Diego, where the author started with a 4Runner TRD Pro, heading straight onto the highway. The interior immediately felt familiar, mirroring the Toyota Tacoma previously driven. A prominent 14-inch touchscreen dominates the center stack, complemented by a 12.3-inch digital gauge cluster. The interior design is described as chunky, featuring blocky “TOYOTA” lettering on the dash, a robust shift lever, a substantial passenger grip on the center tunnel, and interior materials that prioritize durability over luxury – described as “hard.”
Toyota 4Runner TRD Pro Interior Detail
Minor imperfections were noted in the preproduction TRD Pro’s trim, specifically around the glovebox area.
Toyota 4Runner TRD Pro Interior Fitment Issue
While testing the vehicle’s agility and acceleration, the author and a fellow journalist were not particularly impressed. However, the ride quality was deemed decent, acknowledging that it’s a large truck riding on 33-inch tires, where razor-sharp handling is not expected.
The TRD Pro’s large, non-functional hood scoop exhibited some shaking at highway speeds, a characteristic also observed in the Tacoma. The author finds this plastic element somewhat unnecessary.
Toyota 4Runner TRD Pro Hood Scoop Detail
Further examination of the TRD Pro’s exterior revealed the susceptibility of the piano black plastic cladding to swirl marks.
Toyota 4Runner TRD Pro Piano Black Swirl Marks 2
Toyota 4Runner TRD Pro Piano Black Swirl Marks 4
As a BMW i3S owner with piano black trim, the author expresses annoyance with these swirl marks, deeming piano black an unsuitable material, especially for an off-road vehicle like the top-spec TRD Pro.
Entry-Level 4Runner SR5: Surprisingly Appealing
Toyota 4Runner SR5 Front View
Switching to the base-model 4Runner SR5 in two-wheel drive, priced around $43,000, the author was immediately impressed.
The SR5 stood out as the most enjoyable 4Runner to drive on-road that day. Its lighter weight of 4,455 pounds, approximately 1,000 pounds less than the TRD Pro, significantly contributed to its agility. 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 smaller, lower, and more nimble overall, providing a more pleasant driving experience.
The 2.4-liter turbocharged inline-four engine is described as somewhat buzzy and unremarkable, but adequately powerful. The eight-speed automatic transmission delivers crisp and drama-free shifts. While the powertrain is functional, it’s not particularly exciting, aligning with the character of previous 4Runner engines.
Toyota 4Runner SR5 Infotainment Screen
Toyota 4Runner SR5 Interior Front Seats
The SR5’s interior features an 8-inch screen, which was deemed sufficiently sized and felt less “tacked on” than the 14-inch screen in higher trims. The light cloth seats were praised for both their appearance and comfort.
Toyota 4Runner SR5 Cloth Seat Detail
Third-Row Access and Space in the 4Runner SR5
The optional third-row seating in the SR5 was examined. Similar to the “jump seats” in the previous 4Runner generation, these seats are positioned low due to the solid rear axle’s articulation and the resulting high rear floor. They fold down and backward when not in use.
Toyota 4Runner SR5 Third Row Folded
Access to the third row via the second row is somewhat restricted by the rear wheel arch. However, folding the second row forward with a lever makes entry reasonably manageable.
Toyota 4Runner SR5 Second Row Folded for Third Row Access
The third-row folded flat:
Toyota 4Runner SR5 Third Row Folded Flat 2
To operate the third-row seats, handles and straps are provided:
Toyota 4Runner SR5 Third Row Handle
…and straps:
The seat cushion is slotted below the seatback when folded:
Toyota 4Runner SR5 Third Row Seat Cushion Slot
A rubber-ish barrier is present, requiring reaching through to pull the seat up:
Toyota 4Runner SR5 Third Row Rubber Barrier
Once deployed, the jumpseat is ready:
Toyota 4Runner SR5 Third Row Jumpseat Deployed
At five-foot eight-inches tall, legroom in the third row was found to be tight but acceptable for short trips.
Toyota 4Runner SR5 Third Row Legroom
Headroom was the primary issue for adults, with the author’s head touching the headliner. The third row is deemed suitable for small children but likely not teenagers.
Toyota 4Runner SR5 Third Row Headroom
Toyota 4Runner Trailhunter: Genuine Off-Road Capability
Moving to the Trailhunter trim, the “overlanding” focused version of the 4Runner (contrasted with the “rally” oriented TRD Pro), priced at $68,350, it proves to be a legitimate off-road machine. It features substantial 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.
Toyota 4Runner Trailhunter Interior View
Toyota 4Runner Trailhunter Front Exterior View
The off-road trail encountered was easily conquered by the Trailhunter. While the sway bar disconnect didn’t dramatically increase front axle articulation due to the IFS design, the coil-sprung five-link rear axle flexed well. Crawling over uneven terrain was smooth, aided by the front-facing camera.
Toyota 4Runner Trailhunter Off-Roading 2
The hood design, with a lower center section, improved visibility and trail navigation. Underbody skid plates provided ample protection for the front end, fuel tank, and transfer case.
Toyota 4Runner Trailhunter Underbody Protection Front
Toyota 4Runner Trailhunter Underbody Protection Fuel Tank
Toyota 4Runner Trailhunter Underbody Protection Transfer Case
Despite its 10.1-inches of ground clearance, rear locker, and disconnecting front sway bar, the Trailhunter’s breakover and departure angles (24 degrees each) are not exceptional due to its size and shape. They are considered decent but not on par with vehicles like the Ford Bronco or Jeep Wrangler.
Toyota 4Runner TRD Pro: High-Speed “Rally” SUV Fun
The TRD Pro was tested on a high-speed dirt track.
Toyota 4Runner TRD Pro High-Speed Dirt Track
Equipped with “3-way adjustable Fox 2.5-in internal bypass Q3S shocks with rear piggy-back remote reservoirs,” the truck handled the terrain smoothly.
Toyota 4Runner TRD Pro Suspension Components
Toyota even showcased the TRD Pro performing a jump.
Toyota 4Runner TRD Pro Jump
Despite its high-speed off-road capabilities, the author remains less enthusiastic about the TRD Pro trim. The piano-black exterior trim and the shaky, fake plastic hood bulge are still points of criticism.
Toyota 4Runner TRD Pro Hood Bulge Detail
Furthermore, the underbody protection on the TRD Pro is not as comprehensive as that of the Trailhunter, which is equipped with “Old Man Emu® 2.5-in forged shocks with rear piggyback remote reservoirs” and is also capable in higher-speed desert terrains.
Toyota 4Runner TRD Pro Underbody Protection
After driving various 4Runner trims, the author’s conclusion echoed a previous experience with the Tacoma lineup: the TRD Off-Road emerges as the “Goldilocks” trim. While the Trailhunter is highly capable off-road but pricey and somewhat flashy, and the TRD Pro is similarly capable but also expensive and less practical in some aspects, the TRD Off-Road hits the sweet spot.
Toyota 4Runner TRD Off-Road: The Goldilocks Choice
The TRD Off-Road trim, particularly the base model, is highlighted as the optimal balance of capability and value.
Toyota 4Runner TRD Off-Road Exterior View 1
Toyota 4Runner TRD Off-Road Exterior View 2
Toyota 4Runner TRD Off-Road Exterior View 3
Toyota 4Runner TRD Off-Road Exterior View 4
The TRD Off-Road starts at $50,640, while the TRD Off-Road Premium is priced at $56,420. Compared to competitors like the Ford Bronco four-door or Jeep Wrangler four-door, the 4Runner is approximately $10,000 more expensive. However, 4Runners have historically commanded a premium, justified by brand reputation and refinement. The TRD Off-Road stands out as the best value proposition within the 4Runner lineup.
The TRD Off-Road Premium hybrid, costing over $60,870, includes a faux-leather interior, the larger screen, a front-facing camera, and a moonroof, in addition to standard TRD Off-Road features like 33-inch tires and a rear locker.
Toyota 4Runner TRD Off-Road Premium Interior View 1
Toyota 4Runner TRD Off-Road Premium Interior View 2
Toyota 4Runner TRD Off-Road Premium Interior View 3
Toyota 4Runner TRD Off-Road Premium Interior View 4
While no extreme off-roading was conducted in the TRD Off-Road, its capabilities for avid off-road enthusiasts are evident. Forward visibility is excellent, particularly with the optional camera (standard on the Premium trim). The 9.1 inches of ground clearance is ample, and the generic-looking matte-black fender flares are functional and understated.
Toyota 4Runner TRD Off-Road Fender Flares
Toyota 4Runner TRD Off-Road Side View
Toyota 4Runner TRD Off-Road Front View
The TRD Off-Road lacks a sway bar disconnect, which is considered acceptable given the limited front suspension flex. While underbody protection is basic (composite front skidplate and minimal transmission protection), aftermarket upgrades can address this.
Toyota 4Runner TRD Off-Road Underbody Protection 1
Toyota 4Runner TRD Off-Road Underbody Protection 2
Toyota 4Runner TRD Off-Road Underbody Protection 3
Toyota 4Runner TRD Off-Road Underbody Protection 4
The base-model, non-hybrid TRD Off-Road, priced at $50,640, emerged as the author’s favorite.
Toyota 4Runner TRD Off-Road Base Model Front View
Toyota 4Runner TRD Off-Road Base Model Interior View 1
The optionless TRD Off-Road is described as functional rather than luxurious. It features cloth seats, a rear locker, 33-inch tires, basic underbody protection, a gasoline 2.4-liter turbocharged engine, an eight-speed automatic transmission, and a low-range transfer case. It includes all essential features without unnecessary extras.
Toyota 4Runner TRD Off-Road Base Model Interior View 2
Toyota 4Runner TRD Off-Road Base Model Interior View 3
Toyota 4Runner TRD Off-Road Base Model Rear View
Toyota 4Runner TRD Off-Road Base Model Side View
While a front-facing camera would be desirable, especially for off-roading, and the running boards on the test vehicle were considered unnecessary, the base TRD Off-Road is deemed the best value 4Runner. Weighing 4,850 pounds, it is over 600 pounds lighter than the Trailhunter or TRD Pro, mitigating the power difference compared to the hybrid models. This weight advantage, along with increased cargo space and questionable fuel economy benefits of the hybrid, leads the author to lean towards recommending the non-hybrid version, pending further real-world fuel economy and reliability data.
Toyota 4Runner TRD Off-Road vs Toyota Land Cruiser: Head-to-Head Comparison
Toyota 4Runner and Land Cruiser Side-by-Side
So, why choose the Land Cruiser over the 4Runner TRD Off-Road?
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. The base Land Cruiser does offer a larger infotainment screen, a hybrid powertrain, and a full-time four-wheel-drive system with a locking Torsen LSD center differential, while the 4Runner features a smaller screen, a part-time four-wheel-drive system, and a less powerful gasoline engine.
However, the interior quality of the base “1958” Land Cruiser is not significantly superior to the 4Runner’s, requiring a step up in Land Cruiser trims to notice a difference in door and dash plastic quality. Furthermore, the author questions the value of the hybrid powertrain in the 4Runner, considering the reduced interior volume and increased cost.
Interior styling comparison: Land Cruiser base “1958”:
Toyota Land Cruiser 1958 Interior View 1
4Runner TRD Off-Road base model interior:
Toyota 4Runner TRD Off-Road Base Model Interior View 2
Another angle of the Land Cruiser interior:
Toyota Land Cruiser 1958 Interior View 2
Again, the 4Runner TRD Off-Road interior:
Toyota 4Runner TRD Off-Road Base Model Interior View 3
Land Cruiser 1958 interior detail:
Toyota Land Cruiser 1958 Interior Detail
Base 4Runner TRD Off-Road interior detail:
Toyota 4Runner TRD Off-Road Base Model Side View
The Land Cruiser is given a slight edge in interior design elegance. Exterior styling comparison: 4Runner TRD Off-Road:
Toyota 4Runner TRD Off-Road Premium Interior View 2
Toyota 4Runner TRD Off-Road Base Model Front View
Land Cruiser:
Toyota Land Cruiser Exterior View
Toyota Land Cruiser 1958 Front View
The Land Cruiser is again favored for its more squared-off roofline and less “squished” front end.
Off-road capability is closely matched between the two SUVs. Both come standard with a rear locker (Land Cruiser adds a locking center differential), basic skid plating, and Toyo all-terrain tires.
However, tire sizes differ: Land Cruiser uses 245/70R18 tires, while the 4Runner has larger 265/70R18 all-terrains, contributing to the 4Runner’s 9.1 inches of ground clearance versus the Land Cruiser’s 8.7 inches.
Off-road geometry is also a factor. The Land Cruiser boasts a 30-degree approach angle, 22-degree departure angle, and 25-degree breakover angle. The 4Runner TRD Off-Road is listed with a 19-degree approach angle, 24-degree departure angle, and 24-degree breakover angle.
Despite the Land Cruiser’s significantly better approach angle, the 4Runner’s departure angle is slightly better. The author questions the claimed 19-degree approach angle for the 4Runner TRD Off-Road, suggesting it might be underestimated.
Examining the base SR5 4Runner with smaller tires and a chin spoiler:
Toyota 4Runner SR5 Approach Angle Concern
The SR5’s approach angle is stated as 18 degrees. Removing the chin spoiler would clearly improve the angle. The TRD Off-Road models at the event lacked this spoiler and had larger tires, making the 19-degree claim seem questionable.
Toyota 4Runner TRD Off-Road Premium Interior View 1
The TRD Off-Road models online configurator still show the chin spoiler, but it’s possible Toyota removed them for the press event. Removing the spoiler could potentially bring the 4Runner TRD Off-Road’s approach angle closer to 30 degrees, similar to the Trailhunter/TRD Pro.
Based on driving experience, the Land Cruiser 1958 and 4Runner TRD Off-Road feel similarly capable off-road. Styling is subjectively in favor of the Land Cruiser, while pricing clearly favors the 4Runner.
Cargo volume comparison: Hybrid models are similar, with the 4Runner TRD Off-Road offering 82.6 cubic feet behind the front row and 42.6 cubic feet behind the second row, versus the Land Cruiser’s 82.1 and 46.2 cubic feet, respectively. Non-hybrid 4Runners offer significantly more cargo space: 90.2 cubic feet behind the front row and 48.4 cubic feet behind the second row.
On-road driving dynamics suggest a slightly softer ride in the Land Cruiser, with the 4Runner feeling a bit firmer. However, both exhibit body roll and brake dive, and neither is particularly quick. Both are deemed adequate on-road, capable off-road, and expected to be reliable in terms of dealership service.
Toyota 4Runner Cargo Space Detail
Verdict: Choosing Between the Toyota 4Runner and Land Cruiser
Toyota 4Runner Off-Roading Action Shot
While some may criticize Toyota for offering two architecturally similar and functionally overlapping models, the author views it as a positive expansion of choice. The new Land Cruiser is less “special” than its predecessors, but the old Land Cruiser had become excessively luxurious and expensive. Now, there are two body-on-frame, mid-size Toyota SUVs to choose from.
The 2.4-liter turbocharged inline-four engine is functional but not exceptional. The eight-speed automatic transmission performs well. The independent front suspension and solid rear axle are typical and effective both on and off-road. Interiors are modernized yet modest. The new Tacoma and 4Runner are worthy successors, with the Land Cruiser fitting into the lineup as a 4Runner alternative.
The Land Cruiser is not as hardcore off-road as the 4Runner TRD Pro or Trailhunter, but it is more capable than the SR5 or Limited/TRD Sport. It is roughly comparable to the 4Runner TRD Off-Road in off-road ability but comes standard with a hybrid powertrain (reducing cargo volume compared to non-hybrid 4Runner TRD Off-Road), has subjectively better interior and exterior styling, and potentially offers a slightly softer ride.
For buyers prioritizing affordability and potentially needing three rows, the base 4Runner SR5 is suggested. For balanced off-road capability and value, the 4Runner TRD Off-Road is recommended. For hardcore off-road performance without budget constraints, the 4Runner Trailhunter or TRD Pro are options. For the most luxurious and reasonably capable off-roader from Toyota, the Land Cruiser is the choice (with the Lexus GX for even greater luxury). For those prioritizing cool aesthetics over ultimate off-road prowess, the base Land Cruiser might appeal.
Ultimately, the author’s personal preference leans towards the non-hybrid 4Runner TRD Off-Road for its greater interior volume, dismissal of the hybrid powertrain’s benefits, acceptance of the smaller screen, and significant cost savings. However, the heart might be drawn to a higher-trim Land Cruiser for a nicer interior while maintaining decent off-road capability, questioning if spending more for a more refined interior experience is justified in this price range.
