Expert Reviews

2025 Toyota 4Runner First Drive Review

In launching the highly anticipated 2025 Toyota 4Runner, the development team faced a daunting task of figuring out how to reinvent a legend. 

After all, this SUV is among the brand’s most iconic and beloved models. To call 4Runner fans loyal — if not downright fanatical — would be a gross understatement, so the pressure was certainly on. And what did Toyota do? It gambled big-time and changed everything. Well, almost everything.

Safe Styling

The designers at Toyota’s California styling studio created a stunner from nose to tail. And while it’s refreshingly contemporary, it’s still quite clearly a 4Runner. It’s trendy to dress up run-of-the-mill sport utilities with body cladding and all-terrain tires to give the look of adventure-readiness but the 4Runner is the real deal, hence its boxed fender flares and gnarly tires, not to mention its traditional body-on-frame format.

It stands tall, with ground clearance ranging from 206 mm (8.1 in) to an impressive 257 mm (10.1 in), depending on trim. In fact, the whole rig has grown in every key dimension, having gained 119 mm (7.8 in) of length and 55 mm (2.2 in) of width, while the wheelbase was stretched 61 mm (2.4 in). Despite its overall expansion, however, the 4Runner looks more compact and purposeful than its predecessor. 

The rear quarter windows offer a throwback to 4Runners of yore, with glass that wraps up onto the roofline. The shape of the C- and D-pillars is also reminiscent of previous iterations of this SUV. There’s an obvious family resemblance here, with the 2025 4Runner looking a bit like a scaled down Sequoia, or even a Tacoma without the bed, none of which is especially surprising since they all share the same platform. The styling varies from primitive to posh to properly rugged, depending on preference — and budget.

Familiar Interior

The outgoing 4Runner first arrived 15 years ago. That’s two full lifecycles for most vehicles, but this sport utility soldiered on. The interior received some updates over that stretch, but it was nevertheless dated. Still, its archaic simplicity was a large part of the old 4Runner’s charm, and thankfully, some of the best features — like the big, easy-to-use climate controls and chunky volume knob — carry over to the new version (although the latter is paired only with the 14-inch infotainment screen). 

The dashboard layout and many of the cabin materials are lifted directly from the current Tacoma, which means a well laid out interface and durable surfaces. Seating materials range from a nice tweed-like fabric to Toyota’s favourite faux-leather, up to a rich, semi-aniline leather in the Platinum trim.

One area the old 4Runner really showed its age was its infotainment system, with a low-resolution touchscreen that looked like something from a long forgotten time. While the entry-level SR5 has an updated eight-inch display, the TRD Sport adds wireless smartphone connectivity and a 12-inch digital instrument display. Every other 4Runner trim has a big, bright 14-inch touchscreen perched high on the dash. The high-definition display is especially helpful when utilizing the multi-camera system, whether parking in a tight spot or navigating treacherous terrain. 

Higher in the lineup, the new 4Runner gets wireless phone charging and a 14-speaker stereo with a removable speaker in the dash that connects via Bluetooth. Meanwhile, the more serious off-road trims like the TRD Off Road Premium and TRD Pro add various terrain-specific drive modes, a locking differential, and a so-called crawl control system.

The TRD Pro also features a disconnecting sway bar for greater suspension articulation, plus there’s a bright-as-the-sun LED light bar in the grille. The Trailhunter tops it all off with more skid plates, a whistling high-mount air intake that’s shared with the Tacoma, and an onboard compressor to air-up tires at the end of a trail (or for inflating whatever else might need it).

The 4Runner still features a retractable rear window — an important and well-loved item from past-generation models. That hatch is now constructed of rust-proof resin for weight-savings, which is the good news. The bad news is that a minor impact won’t simply leave a dent but rather require a replacement panel.

Behind the Wheel

All Canadian 4Runners feature either part-time or full-time four-wheel drive with a two-speed transfer case, enabling serious off-road work in low-range gearing. The TRD Pro, Trailhunter, and Platinum trims come only with a turbocharged 2.4L hybrid system that’s shared with the similarly executed Land Cruiser and range-topping Tacoma trims. It delivers 326 hp and a very generous 465 lb-ft of torque. Meanwhile, the SR5, TRD Sport, Limited, and TRD Off Road trims come with the same four-cylinder without the electrification. Here, the power output is 278 hp, up slightly from the V6 of old, and 317 lb-ft of torque — quite a bit more than before. (The hybrid drivetrain is optional for the TRD Off Road trim.) 

Both powertrains provide their full measure of torque at only 1,700 rpm plus, thanks to a crisp-shifting eight-speed automatic transmission, they feel considerably more responsive than the old setup. The hybrid system adds approximately 170 kg (375 lb), which offsets its additional output somewhat, but Toyota still claims the electrified version accelerates slightly quicker.

Still, the non-hybrid system is an excellent option, allowing the 4Runner to accelerate with an urgency that might shock existing owners. Driving various trims with both drivetrains back-to-back, they each provided smooth, linear, and very usable power throughout their respective rev ranges. The hybrid has a tendency to fill small dips that exist in the other setup’s power delivery when climbing off-road; otherwise, the non-hybrid should be just fine with the exception of maybe towing. The new 4Runner is rated to tow 2,722 kg (6,000 lb) regardless of how it’s powered.

Depending on how the 4Runner is specced, its efficiency ranges from 11.2 L/100 km combined to 9.9. Compared to the old V6, that’s anywhere from 2.6 to nearly 4.0 L/100 km less. 

The new 4Runner’s handling is also a dramatic improvement over the last version. While never as floaty as the Jeep Wrangler, the 4Runner was prone to a lot of body roll and nose dive. The new version feels notably tauter, better controlling its body motions even when driven at a fair clip. There’s much better immediacy to inputs, too.

Off-Road Prowess

The 4Runner has been known as one of the best off-road machines around, and while that continues, there’s a duality to the new version. The SR5, TRD Sport, Limited, and Platinum trims all wear tires that are ill-suited for serious trail work, plus they lack the skid plates, locking differential, and variable terrain drive modes found on the TRD Off Road, TRD Pro, and Trailhunter. 

There’s also a split in terms of the type of off-road terrain each is meant to tackle. The TRD Pro’s adjustable shocks from Fox help set it up for high-speed desert running. Horsing around on a repurposed motocross course wasn’t only tons of fun, but it showcased how robust the suspension is, filtering out serious wallops and keeping the 4Runner planted — and upright — when flung around wildly in the dirt.

The Trailhunter, a new trim shared with the Tacoma, targets the wildly popular overlanding trend and is meant to climb over gnarlier obstacles, but at a slower pace. Its suspension is calibrated to manage tough terrain even at close to maximum weight, so even if it’s loaded up with a rooftop tent and all the gear for survival in the wilderness, it’s still ready to tackle the trail. The pre-production units tested here managed all the climbs, moguls, and rock gardens encountered without breaking a sweat.

Final Thoughts

With the expanded number of trims available, the 2025 Toyota 4Runner should now reach an even broader group of adventurists. The starting price of $54,200 before freight ($1,930) and tax  is barely more than before, yet it includes more technology and better drivability. The price gap increases throughout the rest of the lineup, though, with costs rising anywhere from $3,000 for the TRD Sport to $12,000 for the TRD Pro.

The new Trailhunter trim even exceeds the $84,000 mark before extras, putting it right on top of the range-topping Land Cruiser model. Still, compared to its corporate cousin, the 4Runner feels like the more focused machine that delivers better value.

The redesigned 4Runner is a massive departure from its predecessor, and fans will have a lot to unpack here. A large part of the old version’s appeal was its known durability and the reliability that comes with a very simple — if dated — drivetrain. It helped the 4Runner command industry-leading retained value for several years, and with some of the mechanical hiccups that Toyota has experienced with the current generation Tacoma and Tundra, there’s surely a bit of nail-biting to see how the new 4Runner fares considering so much of its componentry is shared with those trucks. The 4Runner’s arrival has been delayed considerably, so there’s hope the teething problems have been fully solved.

The new 4Runner feels as solid, well-built, and easy-to-use as ever before, but there’s a lot more technology crammed into it. While it improves on everything from passenger comfort and cargo space to efficiency, driving dynamics, and off-road capability, only time will tell if the sixth-generation 4Runner can live up to this SUV’s well-earned reputation.