The 2025 Toyota 4Runner has entered the contemporary automotive scene in a rather tumultuous fashion, reminiscent of a toddler having a tantrum at the mall. After 14 years, a complete overhaul has finally arrived for the 4Runner.
The previous model retained its popularity, with Toyota selling 92,156 units in 2024 and 119,238 in 2023. This is impressive considering it had aged long enough to celebrate its bar mitzvah and develop chest hair. The new version? It features an entirely new frame, powertrain, and electronics. This isn’t simply a superficial update. However, it remains uncertain how traditional buyers will react to these changes. Adaptation can be challenging.
With a hybrid powertrain, a more robust aesthetic, larger screens, and compromised interior space, the backlash on social media has been immediate. This is compounded by an increasingly complex lineup, which now offers a bewildering nine trim levels. Welcome aboard, Trailhunter.
After navigating various terrains and testing multiple configurations, I discovered that the new 4Runner delivers an improved driving experience, better fuel efficiency, and enhanced power compared to its antiquated predecessor, while maintaining its off-road prowess. This positions it as a superior vehicle, and committed enthusiasts will need time to accept these changes, as this iteration will likely dominate the roads for the next decade or more.
2025 4Runner Features Turbocharged and Hybrid Options
The era of the V-8 is officially over, and the naturally aspirated V-6 engine has also been retired. The online community does not seem pleased with this development.
All 2025 4Runners now come equipped with a turbocharged inline-four engine. The base engine is a 2.5-liter turbo-4, generating 278 hp and 317 lb-ft of torque. This engine will likely power most of the 4Runners sold, particularly the base SR5 model, which accounts for about 51% of total sales. Torque is readily available at low revs, with peak figures hitting at just 1,700 rpm. Acceleration is effortless, providing smooth power delivery, though a high-pitched turbo noise is consistently noticeable.
Higher trim models, including the TRD Pro and Trailhunter, as well as the luxurious Platinum version, come equipped with the new hybrid powertrain known as i-Force Max. Off-Road, Off-Road Premium, and Limited trims can also opt for this hybrid system, which integrates a 64-hp electric motor powered by a 1.9-kwh battery pack into the transmission assembly. The combined output of this system is an impressive 326 hp and 465 lb-ft of torque, offering a V-8-like, stump-pulling performance. Peak torque is just as accessible at 1,700 rpm, making it surprisingly quick for a 4Runner; my rough estimate suggests the hybrid model could accelerate to 60 mph from a standstill in around 6.0 seconds.
Every 4Runner is now fitted with a modern 8-speed automatic transmission that offers smooth and rapid shifts, rivaling that of the ZF-sourced 8-speed found in the Jeep Grand Cherokee. The 4Runner’s transmission shifts seamlessly, with Sport and Sport+ modes holding gears longer for enhanced power delivery. However, paddle shifters are absent from all 4Runner models, including the TRD Pro.
All models outside of the more premium Limited and Platinum variants are equipped with part-time four-wheel drive, a somewhat disappointing choice from Toyota. All 4WD models come with a 2-speed transfer case, while the TRD Pro and Trailhunter also feature a rear locker and an electronically disconnecting front sway bar.
The new fuel economy figures show significant improvement over the previous model’s dismal 17 mpg combined figure—which was often unachievable in real-world conditions—now reaching a more respectable 23/24/23 mpg in hybrid variants. The popular SR5 with its turbo-4 engine registers slightly lower figures at 19/25/21 mpg with four-wheel drive, while opting for rear-wheel drive increases all ratings by 1 mpg. In initial highway testing, I recorded an average of 15.3 mpg in a Trailhunter and 19.7 mpg in a Platinum hybrid model.
Choosing Between the 4Runner TRD Pro and Trailhunter
Shoppers seeking the pinnacle of off-road capability within the 4Runner lineup are faced with a choice between the Trailhunter and TRD Pro. Both models are priced at $68,350 (including a $1,450 destination fee) and share identical off-road metrics. The choice revolves around their ride characteristics and equipment.
Toyota equips the TRD Pro with a set of three-way adjustable, 2.5-inch diameter Fox shocks featuring remote reservoirs for enhanced heat dissipation. In contrast, the Trailhunter opts for 2.5-inch forged ARB Old Man Emu shocks with external piggyback reservoirs. Both models roll on 33-inch all-terrain tires straight from the factory, ensuring no one at Toyota compromises on performance.
The Trailhunter features skid plates that protect everything from the front bumper all the way to behind the transfer case, while the TRD Pro only has skid plates that cover up to the back of the engine.
This difference in skid plate coverage underscores the vehicles’ intended applications. The Trailhunter is engineered for traversing rugged, uneven, and slippery surfaces, whereas the TRD Pro is optimized for fast travel over loose terrain.
Both vehicles quickly showcase their distinct characteristics, both on and off the road. The TRD Pro is designed for a firmer ride, equipped with shocks specifically tuned to handle impacts at higher speeds. In contrast, the Trailhunter leans toward a softer setup with shocks that provide a plush ride. Among the lineup, the Trailhunter offers the softest ride and exhibits the most body roll on pavement and while navigating rough surfaces at slow speeds. Additionally, the electronic disconnecting front sway bar proves beneficial in deep ruts, allowing the independent front suspension to articulate more effectively.
The TRD Pro feels better calibrated compared to its Tacoma TRD Pro equivalent. The shock tuning keeps the 4Runner TRD Pro more stable and composed, reducing jitteriness. However, after a single lap on a relatively tame “high-speed” off-road track, the 4Runner TRD Pro’s brakes generated an odor, and a warning appeared in the dashboard, indicating that the transmission oil temperature was elevated and the vehicle needed to pull over in a safe area.
The surround-view camera system also falls short. Unlike the Ford Raptor in Baja mode, where the system remains operable at speed, the new 4Runner’s forward-facing camera shuts off moments after speeding up following an obstacle, even when in MTS off-road modes. This is frustrating, as it requires repeatedly turning the system on at speed to view the terrain ahead. Ford has it right, while Toyota misses the mark.
The hybrid’s impressive torque is advantageous for off-road driving, but the throttle response can be overly sensitive, leading to traction loss even when the driver is modulating the throttle while climbing hills. The throttle and brake systems lack progressive feedback, making it challenging to drive smoothly. Additionally, the Trailhunter’s pillar-mounted snorkel intake amplifies the turbo sound to a level that borders on comical and annoying.
Inside, every 4Runner proves to be quieter on the highway compared to its counterpart, the Land Cruiser, which shares the same platform and powertrain, thanks to a less vertical windshield design.
4Runner boasts muscular design and advanced technology
The sixth-generation 4Runner certainly didn’t skip its strength training. Toyota has ensured this SUV is well-built, showcasing a design that resembles a Transformer in mid-transformation. The sheet metal is sculpted with muscle-like curves, from the pronounced fenders to the faux hood scoop featured on the TRD Pro. This hood scoop appears as if it’s merely affixed, shaking vigorously while off-roading at higher speeds. Both the TRD Pro and Trailhunter models feature front grilles equipped with LED driving lights, offering the same impressive 10,000-lumen output found in the Tacoma lineup—a substantial increase over the 5,000 lumens provided by the meager lightbar on the larger Sequoia and Tundra TRD Pro, which is less powerful than an $80 flashlight. Testing the lights in darkness is still pending for a conclusive judgment.
While the essential silhouette and stance of the 4Runner remain consistent, the design has evolved—though opinions on the enhanced muscular features may differ. Toyota highlighted the nostalgic design of the rear side windows that curve over the roofline as a tribute to the first-generation 4Runner. While many appreciate this throwback, personal preferences appear to vary. Fortunately, the rear tailgate glass continues to lower into the tailgate, allowing for the transportation of longer items or simply to facilitate airflow within the cabin.
The interior of the 2025 4Runner showcases a tech-savvy upgrade. The previously hard plastic dashboard now features an 8.0-inch touchscreen, accompanied by a sizable plastic bezel in the more basic SR5, TRD Sport, and TRD Off-Road trims. This bezel serves as a constant reminder of the less expensive option chosen. Higher-tier variants come with a massive 14.0-inch touchscreen borrowed from the significantly larger Sequoia, which appears somewhat excessive. A digital gauge cluster measuring 7.0 inches is standard in the base SR5, whereas all other trims are equipped with a 12.3-inch digital cluster reminiscent of other recent Toyota designs. Fortunately, traditional buttons and knobs for audio and climate controls are still available.
Those expecting the TRD Pro version of the 4Runner to feature the advanced front seats with integrated shock absorbers, found in the Tacoma TRD Pro, might be let down. According to Toyota representatives, the Tacoma is designed for individual use, while the 4Runner caters to family needs. The striking front seats in the Tacoma consume substantial rear legroom, thus they are absent from the 4Runner. Nonetheless, the TRD Pro offers a choice between camo-patterned black or red leather, making a bold statement. Just like in the Tacoma, the passenger side of the dashboard bears the “TOYOTA” stamp in the TRD Pro and Trailhunter variants, formed as part of the trim and is unremovable.
Concerns about packaging and material quality persist in the 4Runner, similarly to its Land Cruiser counterpart. Closing the doors produces a sound akin to a lightweight, hollow tin can. On the highway, the entire hood bends with the gusts of wind. The lower trim levels feature cheap, hard plastics on the upper door panels, and even in the more premium options, the soft-touch materials merely cover hard plastic underneath. The story remains consistent with the soft-touch armrests on the doors and center, which allow elbows to sink into the harder plastic within moments. The center console handle feels loose, and the grab handle on the passenger side is wobbly enough that it seems at risk of detaching if utilized for entry
Taking road trips in the 4Runner may not offer much comfort, especially for those in the rear seats. Passengers riding in the front seat of the SR5, TRD Off-Road, or TRD Sport models will likely notice the absence of lumbar support adjustments. Rear-seat occupants will also struggle with limited foot space beneath the front seats. The second-row seating is low and flat, positioned above the rear axle. A cramped and mostly uninhabitable third row is available as an option in the base SR5 and Limited variants but is notably absent in the larger Land Cruiser, indicating its lack of practicality. In hybrid models, the elevated cargo area results from a raised load floor necessary to fit the battery pack. To maintain the appearance of a flat load floor, a plastic compartment is placed beneath a cover near the tailgate, reminiscent of strategies used by GM in previous Tahoe and Yukon models. Such design choices might disappoint an engineer.
The value proposition of the 2025 Toyota 4Runner
The starting price for the 2025 Toyota 4Runner is $42,265, which includes a destination fee of $1,450, but this price is for a base rear-wheel-drive version. An additional $2,000 is required for four-wheel drive, a feature that is nearly essential. This variant constitutes the majority of sales, as per Toyota’s claims. The luxury Platinum model is priced at $64,310, while the TRD Pro and Trailhunter models are priced at a staggering $68,350.
The 4Runner occupies a unique space in its competitive landscape. The Ford Bronco and Jeep Wrangler are similarly priced throughout the entire 4Runner lineup, yet these models come across as louder and more rudimentary SUVs with distinct purposes that can compromise comfort. Additionally, their doors and roofs are removable. On the other hand, the Jeep Grand Cherokee starts at $38,290, making it more affordable than the 4Runner, but the Trailhawk off-road variant with a plug-in hybrid engine approaches a TRD-like cost of $67,980. The Grand Cherokee is also less focused on off-road capability compared to the 4Runner.
Purchasing the 4Runner SR5 offers the best financial value, as buyers save over $20,000 compared to the TRD Pro or Trailhunter models, leaving ample room in their budgets for aftermarket modifications instead of opting for the expensive TRD options. However, the appeal of factory integration and warranty is a significant factor for many buyers.
Ultimately, the new 4Runner makes improvements over its predecessor. Time will tell whether consumers will be eager to embrace the influx of new technology in a vehicle that has long been cherished for its traditional charm.
Image Source: Jonathan Weiss / Shutterstock
