4Runner isn’t pretty, but doesn’t need to be
Toyota’s aging brute of a sport-ute is a solid hauler, but blocky design could use makeover
Whenever I start feeling nostalgic about the “good old days,” when sport-utility vehicles were more utility than sport, I can always count on Toyota’s 4Runner to satisfy my need for a blast from the past. With the vast majority of today’s SUVs and crossovers little more than glorified station wagons with all-wheel drivetrains to get them through a snowy winter, a genuine body-on-frame SUV with a part-time four-wheeldrive system that actually requires tugging on a lever to engage is a rare beast, an indicator of how far the segment has morphed from its roots.
While the first two generations of 4Runner were built on a pickup platform, the last three are on the Land Cruiser Prado platform; an SUV not sold in North America. The Prado platform also underpins the far more luxurious Lexus GX.
Yet, luxurious is not a word that will be found in the vicinity of the 4Runner. Toyota Canada uses the word “truck,” along with adjectives such as “rugged” and “go anywhere.”
The milder Highlander gets “wellmannered” and “easy driving experience” — a pretty good clue the 4Runner is no suburban dilettante. When I last drove one a couple of years ago, I suggested it would be on the shortlist of vehicles ideal for escaping a zombie apocalypse, especially if it’s the tougher-looking Trail Edition.
Toyota obviously intends the Trail to be able to tackle paths less taken, adding technologies and systems designed to maximize off-road prowess. These include the previously mentioned lever-type 4WD selector, plus four-wheel crawl control, multiterrain select system and ABS, automatic disconnecting differential and “kinetic dynamic” suspension system. Of those features, the multi-terrain select system is the most driver interactive, allowing wheel slip to be tailored to better handle specific off-road conditions through four settings: “mud and sand,” “loose rock,” “mogul” and “rock.”
Though bashing through the boonies is within the 4Runner’s capabilities, it’s more likely use will include hauling duties. All models come with a standard tow package — including heavy-duty tow-hitch receiver, 4+7 pin wiring harness, trailer brake controller pre-wire, supplemental transmission cooler and transmission fluid temperature gauge. Towing capability is 2,268 kilograms.
All of the above might suggest the 4Runner Trail Edition is some knuckle-dragging Neanderthal. It’s not, though it ain’t pretty by any means, with a face only a mother could love and a totally unnecessary hood scoop. The same applies to the interior, which appears to have been designed by someone who played with those big plastic building blocks as a child. Hop into the driver’s seat and one is presented with a big chunky steering wheel, a big blocky centre stack and big, wellmarked knobs and buttons for the assorted functions and conveniences, plus a chunky shift lever protruding from the slotted gates in the centre console. Though completely functional, it’s also very dated (the fifth-generation 4Runner has been on the market since 2010).
That said, there’s an excellent view of the road ahead from the front seats, which are broad and comfortable. And there is the requisite number of modern conveniences appropriate to the Trail’s $45,475 sticker price. The Trail Edition comes with unique black seats with red stitching, plus such exclusive exterior styling cues as black roof rails, dark silver brushed metallic trim, tonneau cover, sliding cargo-area tray and more.
However, although I appreciate simplicity, especially when it comes to interiors, I admit I’m starting to expect certain features on this price and class of SUV. The fact there is no standard push-button start, automatic headlights or power liftgate on the Trail does it no favours against the competition.
The back seat area (the normally five-passenger SUV is available with a third-row option) will accommodate six-footers as long as the front seats aren’t all the way back in their tracks. Behind those rear seats is 1,336 litres of cargo room, a commodious 2,540 L with those seats folded flat.
The heavy-duty and heavy (2,111 kilograms for the Trail Edition) 4Runner is no muscle-bound ogre that needs to be tamed. It’s quite easy to drive, though not exactly scintillating. Under the hood is a 4.0-litre DOHC V6 that’s mated to a five-speed automatic. It pumps out a decent 270 horsepower and a robust 278 pound-feet of torque at 4,400 rpm. But the truck pushes a lot of air and wind noise is noticeable. Foot to the floor, it responds with a lot of induction noise and a reasonable launch to 100 km/h of just under nine seconds. Passing power isn’t bad, either — 6.6 seconds to hit 120 km/h from 80. In traffic, though, the 4Runner feels its weight and is somewhat lethargic to move.
As for fuel economy, I averaged 14.3 litres per 100 kilometres, respectable for a mid-sized gas-powered SUV.
The 4Runner is not one of those vehicles that inspire lust (if you own) or envy (if you want). It’s a functional, though aging, sport-ute with a solid rep and a small but steady clientele (little more than 4,000 were sold last year in Canada; it’s better received in the U.S.). And, until there’s a major redesign to this hauler, I wouldn’t expect much to change.