When Toyota unveiled the latest iteration of the 4Runner this April, long-time enthusiasts and potential buyers alike experienced a moment of déjà vu. Just recently, the automotive giant had introduced a revamped Land Cruiser, a vehicle that, departing from its standalone platform heritage, now shares the TNGA-F architecture with its siblings – the Tacoma, Sequoia, and Tundra. The arrival of the new 4Runner, remarkably similar in size, underpinned by the same TNGA-F platform, and equipped with the same 2.4-liter engine paired with an eight-speed transmission, sparked a wave of questions. Was it too close to the Land Cruiser? Was it, dare we say, redundant?
Having had the opportunity to drive both the 4Runner and the Land Cruiser back-to-back, the initial impression is clear: yes, there’s a significant degree of overlap. However, Toyota’s strategy is to carve out distinct niches for these vehicles, aiming to appeal to a broad spectrum of customers, potentially drawing in those considering models like the Ford Bronco, Jeep Wrangler, or even the Porsche Cayenne. As a Toyota representative explained at the 4Runner’s media launch, “4Runner is a North America-focused product tailored for North American tastes, resulting in distinct driving dynamics and styling. A primary objective for the chief engineer was to make it fun to drive and sporty. In contrast, the Land Cruiser is a global vehicle, rooted in global heritage and designed for global tastes in driving dynamics.”
Side-by-side comparison of the Toyota 4Runner and Land Cruiser, highlighting their similar size but distinct styling cues.
Essentially, Toyota positions the 4Runner as the more aggressive and sporty option, while the Land Cruiser embodies a more premium and heritage-focused appeal. This differentiation extends beyond styling and fit and finish to encompass the very essence of their driving experiences.
Decoding the Toyota Lineup: 4Runner’s Versatility
The Toyota representative’s statement about the 4Runner being “a lot of things” is immediately apparent when examining its trim level breakdown. Unlike the Land Cruiser, which is offered in a concise two trims – 1958 and Land Cruiser – the 4Runner boasts an expansive lineup of nine distinct variants, with price points ranging from $42,220 to $68,350:
- SR5 (Starting at $42,220 for 4×2, $44,220 for 4×4)
- TRD Sport (Starting at $48,700 for 4×2, $50,700 for 4×4)
- TRD Sport Premium (Starting at $54,060 for 4×2, $56,060 for 4×4)
- TRD Off-Road 4×4 (Starting at $50,640)
- TRD Off-Road Premium 4×4 (Starting at $56,420)
- Limited (Starting at $56,850 for 4×2, $58,850 for 4×4)
- Platinum 4×4 (Starting at $64,310)
- TRD Pro 4×4 (Starting at $68,350)
- Trailhunter 4×4 (Starting at $68,350)
The top-tier trims – Platinum, TRD Pro, and Trailhunter – exclusively feature the 2.4-liter hybrid “i-Force Max” powertrain. This powertrain, familiar from the Tacoma and Land Cruiser, delivers an impressive 326 horsepower and 465 lb-ft of torque, providing a significant boost in performance and efficiency.
The Limited, TRD Off-Road, and TRD Off-Road Premium trims come standard with the non-hybrid 2.4-liter “i-Force” engine, producing 278 horsepower and 317 lb-ft of torque. This engine is also the sole option for the SR5 and TRD Sport trims. However, for those seeking enhanced fuel economy and performance, the hybrid powertrain is available as a $2,800 upgrade for the Limited, TRD Off-Road, and TRD Off-Road Premium.
Interestingly, third-row seating, a feature catering to larger families or those needing extra passenger capacity, is only offered on the SR5 and non-hybrid Limited trims as a $600 option. The hybrid battery, strategically placed under the rear cargo area, occupies a significant amount of space, precluding the inclusion of a third row in hybrid models. This space constraint is evident when comparing a hybrid Trailhunter model with a three-row SR5.
While the TRD Sport and TRD Off-Road non-hybrid versions technically have the space for a third row, Toyota has historically limited this option to the Limited and SR5 trims, citing customer demand and dealer feedback. However, for those seeking off-road capability and extra passenger space, a third row in the TRD Off-Road would be a compelling option.
Delving into the underpinnings of the 4Runner, the shared TNGA-F platform becomes apparent. The front suspension design, a double-wishbone independent system with coilovers, is consistent across the Tacoma, Land Cruiser, and 4Runner.
While variations exist in control arms and geometry based on trim levels, the fundamental suspension mounting points to the frame, which maintains the same pitch and rail width across all vehicles, remain consistent. The rear suspension follows a similar pattern, employing a coil-sprung solid rear axle across the board.
In terms of dimensions, the 4Runner and Land Cruiser are closely matched. 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 and maintains a similar width. The height of the Limited, TRD Sport, and Platinum 4Runner trims closely mirrors that of the Land Cruiser. Even ground clearance figures are comparable between the Land Cruiser and these specific 4Runner trims.
Towing capacity is also identical at 6,000 pounds for both vehicles. Hybrid models of the 4Runner and the hybrid-only Land Cruiser achieve the same combined fuel economy of 23 MPG. Non-hybrid 4Runner variants, however, experience a slight decrease in combined MPG, typically by one or two MPG.
With the foundational similarities established, the crucial question remains: how do these vehicles perform on the road? And how do their driving dynamics contribute to the distinction Toyota aims to create between the 4Runner and the Land Cruiser?
Behind the Wheel: Driving Dynamics and Interior Impressions
The driving event commenced in downtown San Diego, where the first test vehicle was a 4Runner TRD Pro, immediately hitting the highway. Stepping inside, the interior echoes the design and layout of the recently driven Toyota Tacoma. A prominent 14-inch touchscreen dominates the center stack, complemented by a 12.3-inch digital gauge cluster. The interior design is characterized by chunky, robust elements, including blocky “TOYOTA” lettering on the dash, a substantial shift lever, and a thick passenger grab handle on the center tunnel. Interior materials prioritize durability, resulting in a rather hard-wearing feel.
Initial impressions of interior fit and finish in the pre-production TRD Pro revealed some minor imperfections, particularly around the glovebox area.
While pushing the TRD Pro to assess its agility and acceleration, the performance was deemed adequate but not particularly exhilarating. However, ride quality was commendable, considering the vehicle’s size and the presence of 33-inch tires. Handling, as expected for a large SUV on off-road tires, was not razor-sharp, but remained predictable and manageable.
The TRD Pro’s prominent, non-functional hood scoop exhibited some vibration at highway speeds, a characteristic also noted in the Tacoma. The aesthetic appeal of this large plastic element remains subjective.
Upon closer inspection of the TRD Pro’s exterior, particularly the piano black plastic cladding, the susceptibility to swirl marks became readily apparent, especially under direct light.
For owners familiar with piano black finishes, like those on certain BMW models, the presence of swirl marks can be a persistent annoyance. The suitability of this material, especially on a rugged off-road vehicle like the TRD Pro, is questionable, considering its vulnerability to scratches and blemishes.
The Surprisingly Appealing Base Model 4Runner SR5
Switching gears to the entry-level 4Runner SR5 in a two-wheel drive configuration, priced around $43,000, presented a surprisingly positive driving experience. The SR5 immediately stood out as a favorite among the 4Runner variants tested that day, primarily due to its significantly lighter weight. At 4,455 pounds, the rear-drive SR5 tips the scales a substantial 1,000 pounds lighter than the TRD Pro. This weight reduction dramatically alters the perceived performance.
The 278 horsepower, 317 lb-ft 2.4-liter non-hybrid turbocharged engine in the SR5 felt just as responsive and quick, if not slightly quicker, than the more powerful 326 horsepower, 465 lb-ft hybrid powertrain in the heavier TRD Pro. The overall driving feel of the SR5 was nimbler, more compact, and simply more enjoyable on paved roads.
The 2.4-liter turbocharged inline-four engine, while functional and adequately powerful, is characterized as somewhat buzzy and lacking in distinct character. However, it provides sufficient power, and the eight-speed automatic transmission executes shifts smoothly and efficiently. The powertrain, while competent, is ultimately unremarkable, mirroring the engine and transmission combinations found in previous 4Runner generations.
The SR5’s interior features an 8-inch infotainment screen, which, while smaller than the 14-inch unit in higher trims, proved to be perfectly adequate and arguably better integrated into the dashboard design. The light cloth seats were both visually appealing and comfortable.
Exploring the Third-Row Seating Option
The optional third-row seating in the SR5 provided an opportunity to examine this often-debated feature in mid-size SUVs. While not entirely novel, the “jump seats” in the new 4Runner share similarities with those in the outgoing model. The design is dictated by the solid rear axle’s articulation, requiring a raised rear frame section and consequently a higher rear floor. This results in third-row seats that are positioned low to the floor and fold downwards and backwards when not in use.
Access to the third row involves navigating past the rear wheel arch, which can be slightly challenging. However, folding the second-row seat forward using a simple lever mechanism improves ingress and egress.
Deploying the third-row seats involves using either a handle or a strap to release the seatback and lift it into position.
The seat cushion is then slotted into place below the seatback.
Reaching through a somewhat unusual rubber-like barrier allows for pulling the seat cushion upwards.
Once deployed, the third row provides jump seat functionality.
For an adult of average height (five-foot eight-inches), legroom in the third row is somewhat limited, suitable for shorter trips but potentially cramped for extended journeys.
The primary constraint in the third row is headroom, which is notably restricted for adults. Head contact with the headliner is likely for taller occupants. The third row is best suited for small children, but may not be comfortable for teenagers or adults on longer drives.
The Toyota 4Runner Trailhunter: A Legitimate Off-Road Contender
Moving from the base SR5 to the Trailhunter models, the focus shifts to serious off-road capability. The Trailhunter, positioned as the overlanding-oriented trim, contrasts with the TRD Pro, which leans towards rally-style performance. Priced at $68,350, the Trailhunter represents a significant investment, but delivers a comprehensive suite of off-road enhancements, including robust underbody protection, a sway bar disconnect for increased front axle articulation, aggressive 33-inch tires, a rear locking differential, and a snorkel. The interior is also well-equipped with comfort and convenience features.
On a designated off-road trail, the Trailhunter demonstrated its capabilities with ease. While the sway bar disconnect did not yield dramatic front axle articulation due to the inherent limitations of the independent front suspension, the coil-sprung five-link rear axle exhibited impressive flex, facilitating smooth crawling over uneven terrain. The front-facing camera proved particularly useful for navigating challenging obstacles.
The hood design, with a lowered center section, provided excellent forward visibility, simplifying trail navigation. Underbody skid plates, protecting the front end, fuel tank, and transfer case, offered substantial protection when traversing rocky sections.
Despite its 10.1-inches of ground clearance, rear locker, and disconnecting front sway bar, the Toyota 4Runner Trailhunter’s off-road geometry is not class-leading. Its 24-degree breakover and departure angles, while respectable, fall short of dedicated off-road vehicles like the Ford Bronco or Jeep Wrangler. The Trailhunter, while highly capable, is not designed to match the extreme off-road agility of these competitors.
Toyota 4Runner TRD Pro: High-Speed Desert Fun
The TRD Pro variant was evaluated on a high-speed dirt track, showcasing its rally-oriented suspension and performance. Equipped with “3-way adjustable Fox 2.5-in internal bypass Q3S shocks with rear piggy-back remote reservoirs,” the TRD Pro delivered a composed and controlled ride over varied terrain.
Toyota even subjected the 4Runner TRD Pro to jump testing, demonstrating the robustness and durability of its suspension and chassis.
Despite its high-speed off-road prowess, certain aspects of the TRD Pro remain less appealing. The piano black exterior cladding, prone to swirl marks, and the non-functional, vibrating hood scoop detract from the overall impression for some observers.
Furthermore, the underbody protection on the TRD Pro is not as comprehensive as that found on the Trailhunter, which features “Old Man Emu® 2.5-in forged shocks with rear piggyback remote reservoirs” and more extensive skid plating.
While both the Trailhunter and TRD Pro offer significant off-road capabilities, the Trailhunter emerges as the more comprehensively equipped and protected model for serious off-road adventures. The TRD Pro, while capable, leans more towards high-speed desert running but with some compromises in overall off-road robustness and practicality.
The Toyota 4Runner TRD Off-Road: The Goldilocks Trim
After evaluating the various 4Runner trims, the TRD Off-Road emerges as the “Goldilocks” option, striking an optimal balance between off-road capability, features, and price. This conclusion mirrors the findings from a previous Tacoma trim comparison, reinforcing the appeal of the TRD Off-Road designation within the Toyota lineup.
The TRD Off-Road trim starts at $50,640, while the TRD Off-Road Premium begins at $56,420. Compared to competitors like the Ford Bronco four-door or Jeep Wrangler four-door, the 4Runner TRD Off-Road commands a premium of approximately $10,000. However, the 4Runner has historically maintained a higher price point than Jeeps and Broncos, yet continues to attract a loyal customer base, driven by Toyota’s reputation for reliability and refinement.
The TRD Off-Road Premium hybrid variant, exceeding $60,870, offers a more luxurious experience with features like a faux-leather interior, the larger infotainment screen, a front-facing camera, and a moonroof, in addition to the standard TRD Off-Road equipment such as 33-inch tires and a rear locker.
The 4Runner TRD Off-Road delivers ample off-road capability for most enthusiasts. Forward visibility is excellent, particularly with the optional front-facing camera (standard on the Premium trim). The 9.1 inches of ground clearance is generous, and the understated matte-black fender flares contribute to a functional, rather than purely aesthetic, design.
While the TRD Off-Road lacks a sway bar disconnect, its absence is less critical given the limited front suspension flex. Underbody protection, while present, could be enhanced, particularly for the transmission. The fuel tank and transfer case receive some sheet metal protection, but aftermarket upgrades are readily available to address these areas.
The base-model, non-hybrid TRD Off-Road, priced at $50,640, emerged as the most appealing variant. This option prioritizes functionality over luxury, featuring cloth seats, a rear locker, 33-inch tires, basic underbody protection, the gasoline 2.4-liter turbocharged engine, an eight-speed automatic transmission, and a low-range transfer case. It provides essential off-road features without unnecessary frills.
The optionless TRD Off-Road is intentionally understated both inside and out. Its appeal lies in its functional nature, providing necessary off-road equipment without superfluous features.
While a front-facing camera would be a welcome addition, especially for off-roading, and the running boards on the test vehicle were deemed unnecessary, the base TRD Off-Road represents the best value proposition within the 4Runner lineup. Weighing in at 4,850 pounds, it is also over 600 pounds lighter than the Trailhunter or TRD Pro, enhancing its agility and fuel efficiency.
The weight advantage, coupled with the added cargo space in non-hybrid models and the questionable long-term fuel economy benefits of the hybrid powertrain, makes skipping the hybrid option a compelling consideration. While real-world fuel economy and reliability data are still pending, initial impressions suggest that the non-hybrid TRD Off-Road offers a more practical and cost-effective choice.
Toyota 4Runner TRD Off-Road vs Toyota Land Cruiser: Head-to-Head Comparison
Considering the appeal of the 4Runner TRD Off-Road, the question arises: why would one choose the Land Cruiser instead?
Pricing provides a starting point for comparison. The 4Runner TRD Off-Road, at $50,640, is nearly $7,000 less expensive than the base $57,400 Land Cruiser 1958 model. The base Land Cruiser does offer advantages, including a larger infotainment screen, a standard hybrid powertrain, and a full-time four-wheel drive system with a locking Torsen limited-slip 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 powertrain (in non-hybrid configuration).
However, the interior quality of the base “1958” Land Cruiser is not significantly superior to the 4Runner’s. Upgrading to a higher Land Cruiser trim level is necessary to experience a noticeable improvement in door and dash plastic quality. Furthermore, the hybrid powertrain, while offering fuel efficiency benefits, comes at the cost of reduced interior cargo volume in the 4Runner, making the non-hybrid 4Runner a more practical choice for some buyers.
Examining interior styling, the base Land Cruiser 1958 presents a more refined aesthetic:
In comparison, the base 4Runner TRD Off-Road interior is more utilitarian and function-focused:
Another perspective of the Land Cruiser 1958 interior:
And the 4Runner TRD Off-Road interior again for direct comparison:
Land Cruiser 1958 dashboard detail:
Base 4Runner TRD Off-Road dashboard detail:
In terms of interior design elegance, the Land Cruiser holds a slight edge. Exterior styling comparison reveals further nuances:
The Land Cruiser’s exterior styling, with its more squared-off roofline and less “squished” front end, is arguably more visually appealing than the 4Runner’s.
Off-road capability comparison reveals a surprisingly close match. Both the 4Runner TRD Off-Road and Land Cruiser 1958 come standard with a rear locking differential. The Land Cruiser also includes a locking center differential, which the part-time four-wheel drive 4Runner does not require. Both vehicles feature basic underbody skid plating and Toyo all-terrain tires.
However, tire sizes differ. The Land Cruiser uses 245/70R18 tires, while the 4Runner TRD Off-Road is equipped with larger 265/70R18 all-terrain tires, resulting in the 4Runner’s slightly higher ground clearance of 9.1 inches compared to the Land Cruiser’s 8.7 inches.
Off-road geometry, encompassing approach, departure, and breakover angles, is a critical factor in off-road performance. The Land Cruiser boasts a 30-degree approach angle, a 22-degree departure angle, and a 25-degree breakover angle. The 4Runner TRD Off-Road, according to Toyota’s specifications, has a 19-degree approach angle, a 24-degree departure angle, and a 24-degree breakover angle.
The significant 11-degree advantage in approach angle for the Land Cruiser typically indicates superior off-road capability. However, in this case, the Land Cruiser’s limited 22-degree departure angle somewhat negates this advantage. Furthermore, the stated 19-degree approach angle for the 4Runner TRD Off-Road seems questionable, particularly when considering the base SR5 model’s approach angle.
The base SR5, with smaller tires and a front chin spoiler, is rated at an 18-degree approach angle by Toyota.
Removing the chin spoiler on the SR5 would clearly improve its approach angle by more than a single degree. The TRD Off-Road models tested at the event lacked this spoiler and featured larger tires, suggesting a potentially higher approach angle than the stated 19 degrees.
Toyota’s online configurator, however, shows the TRD Off-Road with the chin spoiler. It is possible that the spoilers were removed from the test vehicles for the media event. Removing the spoiler would likely elevate the 4Runner TRD Off-Road’s approach angle to around 30 degrees, aligning with the Trailhunter and TRD Pro models’ 33-degree approach angles.
Based on driving impressions of both the Land Cruiser 1958 and 4Runner TRD Off-Road, their off-road capabilities are remarkably similar. Styling preferences lean towards the Land Cruiser for many, while pricing clearly favors the 4Runner. Interior volume and driving dynamics offer further points of differentiation.
Cargo volume is nearly identical between the hybrid 4Runner TRD Off-Road and the hybrid-only Land Cruiser. The 4Runner offers 82.6 cubic feet of cargo space behind the front row and 42.6 cubic feet behind the second row. The Land Cruiser provides 82.1 cubic feet behind the front row and a slightly larger 46.2 cubic feet behind the second row. However, the non-hybrid 4Runner significantly surpasses both with 90.2 cubic feet behind the front row and 48.4 cubic feet behind the second row, making it the most cargo-versatile option.
On-road driving dynamics reveal subtle differences. The Land Cruiser may offer a slightly softer, more cushioned ride, while the 4Runner feels a bit firmer. However, neither vehicle excels in sporty handling. Both exhibit noticeable body roll and brake dive, and acceleration is adequate but not brisk. Their on-road performance is described as decent, and their off-road capabilities are commendable. Toyota’s reputation for reliability and robust dealership service network remains a key factor in their appeal.
Verdict: Choosing Between the Toyota 4Runner and Land Cruiser
The initial reaction to the close similarities between the 4Runner and Land Cruiser might be critical of Toyota for offering seemingly redundant models. However, the availability of choice is ultimately a positive aspect. The previous-generation Land Cruiser had evolved into an expensive luxury SUV, distancing itself from its utilitarian roots. The new lineup provides two distinct body-on-frame, mid-size Toyota SUVs, catering to different needs and preferences.
The 2.4-liter turbocharged inline-four engine, while not particularly exciting, is a competent and adequate powertrain, mirroring the engines in previous 4Runner and Tacoma generations. The eight-speed automatic transmission effectively optimizes engine performance. Real-world fuel economy and long-term reliability will be crucial factors in assessing its overall success. The independent front suspension and solid rear axle configuration are well-proven and perform effectively both on and off-road. Interiors are modernized but maintain a functional and modest character. The new Tacoma and 4Runner are worthy successors to their predecessors. The Land Cruiser can be viewed as a mid-trim-level alternative within the broader 4Runner lineup.
The Land Cruiser is not as hardcore off-road focused as the 4Runner TRD Pro or Trailhunter, but it surpasses the off-road capabilities of the SR5 or Limited/TRD Sport 4Runner trims. It closely matches the off-road prowess of the 4Runner TRD Off-Road, but comes standard with the hybrid powertrain (resulting in reduced cargo volume compared to the non-hybrid TRD Off-Road). The Land Cruiser offers a more refined interior and exterior design and potentially a slightly softer ride.
The optimal choice depends on individual priorities. For those prioritizing affordability and potentially third-row seating without extensive off-road needs, the base 4Runner SR5 is a viable option. Buyers seeking capable off-road performance at a reasonable price point should consider the 4Runner TRD Off-Road. For serious off-road enthusiasts with a higher budget, the 4Runner Trailhunter or TRD Pro are compelling choices. Those desiring the most luxurious and reasonably capable off-roader from Toyota should opt for the Land Cruiser (or the even more luxurious Lexus GX for ultimate refinement). For buyers prioritizing a cool and heritage-inspired aesthetic with decent off-road capability, the base Land Cruiser 1958 is an attractive option.
Ultimately, for personal preference, the non-hybrid 4Runner TRD Off-Road emerges as the most logical choice, prioritizing interior volume, forgoing the hybrid powertrain, accepting the smaller infotainment screen, and realizing a significant cost saving compared to the Land Cruiser. However, the allure of a higher-trim Land Cruiser, with its enhanced interior quality and heritage appeal, remains strong. When investing a substantial amount in an SUV, the desire for a more refined and premium interior experience is understandable, making the Land Cruiser a tempting proposition despite the practical advantages of the 4Runner TRD Off-Road.
