2025 Toyota 4Runner gets four cylinders, upgraded interior (2024)

The longest gestation in automotive history has ended with the birth of an all-new Toyota 4Runner — the first new edition since the fifth gen arrived some 14 years ago in 2010. Looking much like the 2024 Tacoma with a boxed behind, the sixth-gen 4Runner enters the modern world with much-needed technology, more efficient engines — including a hybrid option — and more safety gear, but continuing with the purpose that has made this truck so famous: the ability to endure some of Earth’s most difficult terrain without breaking or getting stuck.

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Based on the same boxed ladder frame that underpins the Tacoma, Land Cruiser, Tundra, Sequoia, and Lexus GX, the 2025 4Runner remains a body-on-frame SUV and will be built in Tahara, Japan. It can now tow up to 6,000 pounds (up 1,000 lbs) and comes in nine different trims, including a new Trailhunter and Platinum model. Thankfully, the 4R keeps the power sliding rear glass window; a power tailgate is also an option for the first time. The cargo area’s side glass gets a rounded top in homage to the very first 4Runner in 1984.

Inside, however, is where the 4Runner transitions from the fifth gen’s film noir to today’s full colour 4K. A 14-inch multimedia monitor pairs with a 12.3-inch digital cluster on higher trims, while working-class models get an eight-inch primary screen and seven-inch gauge cluster. The layout is fantastic, clean, and straightforward, with a central radio knob plus big knobs for climate control (although the climate icons are small). A large and simple gear selector sits just ahead of a knobbed drive-mode selector, and there’s a perfect spot to park the phone.

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Two-tone leather interiors and LED lighting in upper models elevate the 4Runner into a higher luxury realm. The TRD Pro interior is mostly black. The 14-inch colour monitor works as easily as an iPhone, with clear and easy-to-read icons, intuitively going where the user directs and wirelessly connecting to your phone. Wireless charging is not included in all models, but USB-C ports are plentiful. While all models now get Toyota’s smart-key system with push-button start, some also get a digital key that connects to your phone and can be remotely shared if need be.

Cargo space appears to be similar to the outgoing truck, and the second-row seats tumble forward, but they do not sit flat on Hybrid models, which house the battery behind the second row. A third row will still be available on some models.

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Fit and finish appears to be very good, although we’ll have to wait to see if the exceptional build quality and absence of rattles in the fifth gen continues here. Canadian trucks will be 4WD only.

Most trucks get a part-time setup with an electronic transfer case. These will also get Active Traction Control (A-TRAC) and an auto, limited-slip rear differential. In costlier models, an electronic locking rear differential is standard on TRD Off-Road, TRD Pro, and Trailhunter, which are likely the trims to get a new stabilizer-bar disconnect system to increase suspension articulation (at the push of a button).

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In the U.S.A., the Limited can be optioned with a full-time auto 4WD system (with a center locking differential) on hybrid models, while the Platinum gets auto-4WD and the hybrid engine as standard. It’s unclear if Canada will make that standard or optional in the Limited. Pricing has not been announced, but brace for a substantial increase over the current generation.

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Powering the truck are two four-cylinder engine options, although all trucks see those mills mated to an eight-speed automatic, doing away with the stout five-speed and V6 in the outgoing 4Runner. SR5, TRD Sport, TRD Off-Road and Limited come standard with a turbo four-cylinder that produces 278 horsepower and 317 lb-ft of torque.

TRD Off-Road and Limited can be optioned with Toyota’s I-Force Max hybrid powertrain, producing 326 horsepower and 465 lb-ft of torque — the most power ever seen in a 4Runner. The hybrid engine – using a 48-hp electric motor between the engine and transmission, feeding off a 1.87-kWh NiMH battery – is standard on the TRD Pro, Trailhunter, and Platinum. Expect fuel economy to be in the 13-ish L/100 km range based off the Tacoma. Let’s hope the 4Runner doesn’t have the Taco’s same small fuel tank.

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The 4Runner Trailhunter, much like the Tacoma Trailhunter, gets ARB’s Old Man Emu (OME) suspension with 2.5-inch forged shocks (with rear external piggyback remote reservoirs) along with an ARB roof rack. The OME shocks, along with 33-inch Toyo Open Country A/T tires, give the Trailhunter an additional two inches of lift in the front and 1.5 inches in the rear.

Trailhunter also gets rock rails; steel skid plates; auxiliary switches; a heritage Toyota grille; 20-inch LED light bar with colour-selectable Rigid LED fog lamps; and a 2400W AC inverter with two outlets in the seating area and one in the cargo hold. A standard low-profile high-mount air intake should bring cleaner air to the engine in dusty environments and water crossings.

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The Platinum gets all the features of the Limited but adds black exterior parts, heated second-row seats, a standard tow tech package, head-up display, and automatic rain-sensing wipers in addition to the hybrid motor. Final Canadian features might be somewhat different.

Safety, of course, makes a quantum leap, with the addition of Toyota Safety Sense 3.0. That brings a pre-collision system with pedestrian detection, lane-departure alert with steering assist, dynamic radar cruise control, lane-tracing and road-sign assist, auto high-beams and proactive driving assist. PDA uses the truck’s cameras and radar to help with braking and steering while watching for other vehicles, pedestrians, or cyclists.

Arriving this fall as a 2025 model, the new 4Runner took way too long to get here. Let’s hope it continues to be as durable, reliable, and trouble-free as the many that came before.