OFF-ROAD CHAMPION
4Runner TRD Pro a solid ride
I am either the worst or the best person to review the Toyota 4Runner TRD Pro.
Worst, because I own a 2014 4Runner, having bought one after testing two different 4Runners in two separate winters. By default, I am susceptible to being biased or less than critical because I firmly believe these old-school, body-on-frame beasts with their solid rear axles are the best of the SUV breed. Call me Fake News in the comments, if you must.
But I also know how this truck ticks, and I understand its strengths and shortcomings. Having explored every detail of the fifth-generation model since its debut in 2010 and taken them or used them in the way they were intended, I have experienced what this SUV can and can’t do.
The 2017 TRD Pro 4Runner, which came to Canada earlier this year, is now the most expensive in the model range, which include the base model, the TRD Off Road (formerly known as the Trail), and the Limited, which is available with or without a third row of seats. The Pro costs $52,195 and comes in three colours: red, white or a fetching grey Toyota calls Cement. There is one interior colour: black with red stitching.
All Pros get the same 4.0-litre V6 engine and five-speed automatic transmission (yes, still only five gears, but it is bulletproof ) found in all 4Runners. Only the Limited gets full-time 4WD; the Pro gets a part-time system with manual transfer case.
Do I like the TRD Pro? No, I love it. I might even adore it more than my Limited, mostly because of the way the Pro rides. It is surprisingly more supple than the Limited, thanks to the Bilstein shocks, remote reservoirs and TRD-tuned front springs, instead of the Limited’s tighter X-REAS sport suspension. The lighter 17-inch TRD wheels probably help and the rims look good in black, although they’re hard to clean.
Where the Pro is more adept at smoothing over beat-up roads, the Limited is better at holding them. The difference speaks to the end use of the two: The Limited is most likely to spend most of its life on the road, while the Pro makes good use of mud, dirt and sand. That’s where its big front skid plate and angled front chin, below a unique heritage grille, will be as useful as they are attractive. The Limited is more serious; the Pro is more fun. Either can tow 5,000 pounds and the rear windows still power down.
The Pro in Canada does not, however, get the coveted Kinetic Dynamic Suspension System (KDSS) that comes on the less-expensive Off Road version ($46,720), often chosen for its deft off-road trickery. However, the Pro does get a locking rear differential and a multi-terrain management system that makes it easy to pick the drive mode that best suits the conditions, whether it’s rocks, sand or snow.
It also gets crawl control, which lets you focus on steering instead of throttle and braking when picking your way through gullies, rocks or steep hills. The Pro and Off Road are, therefore, the Bear Grylls and Ernest Shackletons of the backwoods. Both are willing to adventure, but each brings a different character. Canadian Pros also get a sunroof, which U.S. models don’t.
So what’s not to like? These trucks can be noisy, not nearly as quiet as a basic Ford F-150. The engine — the same one used for the past seven years with no updates — can be thirsty. We averaged 12.4 L/100 km on the highway. With 270 horsepower and 278 pound-feet of torque, power is wanting in the midrange, though it will hurry when the pedal is pushed hard. It really needs a turbo — or two.
While I absolutely covet the Pro’s carbon-fibre centre console and cool TRD shift knob, I find it hard to believe the Pro doesn’t have auto climate control, or even a display to tell what the interior temperature is set to. The infotainment system’s touch screen is small at 6.1 inches, in this world of eight and 10-inch screens.
Softex covered seats aren’t as nice as the leather recliners in the Limited and remain on the firm side. Allowable vehicle settings are few, and there’s no blind-spot monitoring, no tire-pressure monitoring system and no way to adjust the door locks without visiting the dealer.
But I’ll tell you this: Nothing, absolutely nothing, drives quite like a 4Runner. There is something special about the way the hydraulic steering, heavy body-on-frame, throttle control and good visibility over a broad (but thin) hood work together to make for an honestly compelling experience behind the wheel.
Having now tested the Pro, which allowed for an outsider-like look into the 4Runner, I remain a committed enthusiast. Dead reliable, the 4Runner is known to take considerable abuse yet not break, while retaining outstanding resale value. I’ve only had to do oil changes and replace the headlamps under warranty because of condensation.
The Off Road version is probably the better buy because one can simply add most of the Pro parts to the Off Road and save money. Unless you want it in “Cement” — the colour of my next one.