2025 Toyota 4Runner First Drive Review: It Now Makes Absolute Sense

Finally, Toyota has given the venerable 4Runner a big enough upgrade that we can call it a new generation. It still looks like the outgoing model, but the 2025 Toyota 4Runner is on a new platform with new powertrains, suspension, and interior. The standard engine is now the 2.4-liter turbo four-cylinder i-Force engine with the upgrade being a hybrid bolstering the iForce engine’s power from 278 horsepower to 326 hp. The 4Runner continues as an off-road capable SUV, starting at $40,770 and available in nine trim levels including the upgraded TRD and a new Trailhunter spec for hardcore off-road adventure – and we got a chance to sample it.

This writer has been particularly excited for the new 4Runner. The previous generation is easy to fall in love with over time despite its terrible road manners and sluggish, fuel-slurping V6, but Toyota had a chance to turn the 4Runner into a much more balanced vehicle as well as an even more capable off-road vehicle. Toyota invited us out to an off-road ranch with plenty of country roads around it to take various trim levels out to play with, including SR5, TRD, and Premium models. The overlander-friendly Trailhunter was also available, but we’ll be covering that in a separate feature.

First Drive events provide our initial impressions of a vehicle in a restricted environment under certain time constraints. Keep an eye on DrivingOnRoad for our comprehensive Test Drive review which will follow soon.

What’s Changed For This Model Year

The 2025 Toyota 4Runner is a new generation of the three-row SUV, running on a new chassis with a new engine, plus a hybrid variant. The new 4Runner uses a turbocharged four-cylinder engine as an upgrade over the previous fuel-thirsty and sluggish V6. It dies on a new platform, shared with the 2024 Tacoma pickup (which was all new for 2024) and it gains a new interior, too.

Exterior: Definitely Still A 4Runner

The exterior of the sixth-generation 4Runner looks like a mid-cycle refresh rather than a whole new design. This makes sense as the previous design has proven itself as timeless and become almost iconic. The standard, and plainest looking version, is the SR5 trim. So plain in white, in fact, that when we pulled into a park for photos, the ranger thought we were from the electric company. It comes with 17-inch wheels, while the two TRD Sport trims come with 20-inch wheels. The TRD off-road trims and the Trailhunter come with more practical 18-inch wheels while the Premium trims go back up to 20s.

The TRD Sport trims have an added gloss-black hood scoop, but we can’t see a practical reason for it, while you have to go to the top two trims for the heritage-inspired “TOYOTA” front grille with an integrated light bar. All models come with some sort of underbody protection, but the TRD off-road models have a composite front skid plate, with underbody transfer case and fuel tank protection. The TRD Pro comes with some extra protection, while the Trailhunter includes a steel front skid plate, steel transfer case protector, steel rear differential protector, and a composite fuel tank protector.

Interior: Still Definitely A 4Runner

The 2025 4Runner carries a 1990s vibe with plenty of angles and sticks with oversize knobs and a big, easy to grab shifter — something to appreciate in the winter when jumping in and out with gloves on. It looks very much like the cabin from the new Toyota Tacoma because, well, it is. The 4Runner’s new platform also provides the backbone for the latest Tacoma, Tundra, Land Cruiser, and Sequoia models.

We can say for sure that the new cabin is more comfortable and ergonomically friendly than that of the outgoing model. It’s simple and straightforward, and uses knobs, dials, and physical buttons for everything that should have tactile controls. It’s refreshing in an industry that wants to move everything onto a screen and craves minimalism.

It’s comfortable without being too cushy, even in the Premium variants, reminding you it’s a truck with ruggedness and big, obvious grab points. If you want something cushy, that’s the Land Cruiser’s job.

Infotainment: Standard Doesn’t Mean Disappointment

The 4Runner’s new standard screen is an eight-inch touch unit, which is small but with the twist of supporting wireless Apple CarPlay and Android Auto as standard. While an eight-inch screen is considered small, it’s enough for navigation and picking out music. The upgrade is to a 14-inch touchscreen that looks like a modern afterthought on an old-school dashboard. It’s big, crisp and clear, and based around lovely large icons. The upgrade comes with a JBL sound system with the novelty of the center channel speaker being removable to act as portable Bluetooth speaker.

It’s a 14-speaker system with an externally coupled subwoofer – but more speakers doesn’t mean a more better sound. Compared with all the other JBL systems we’ve heard in Toyotas, this is one of the better ones. It has depth and clarity, but the 14 speakers don’t add up to a wide soundstage. We’re being finicky here because nobody is expecting an audiophile system, but the sound is almost mono as not much sound is spread to the sides. A 14 speaker system should offer depth, clarity, and width.

Powertrain: With Or Without Batteries

The standard 2.4-liter turbo engine delivers 278 hp with 317 pound-feet of torque, which is plenty for the majority off road expeditions while returning 26 mpg on the highway. However, the hybrid brings 326 hp and 465 pound-feet for extra punch, particularly out in traffic. The hybrid only delivers 24 mpg on the highway, though. Through the range, the new 4Runner is available with two-wheel drive, part-time four-wheel-drive, or full-time four-wheel-drive. The two-wheel-drive models come with an automatic limited-slip differential, four-wheel-drive models have an electronically controlled two-speed transfer case with high/low range and an automatic limited-slip differential.

The standard four-cylinder 2.4-liter engine is a big upgrade on the road over the old V6 in terms of drivability. The eight-speed automatic transmission isn’t exactly crisp, but it’s fit for purpose. Lots of intake whistles from the engine make it into the cabin, but we found it kind of charming. There’s less turbo noise from the hybrid version, and the drivetrain is more responsive. Predictably, it gets up to speed quicker on the road.

On The Road: Welcome To 2025

The most immediate impression we got pulling into traffic for the first time in the 2025 Toyota 4Runner is that, unlike the previous V6 powered version, it doesn’t feel labored. It’s happy to get up to the speed of traffic, including joining a busy freeway. The non-hybrid version is refreshing enough, but the hybrid version adds more poke and the ability to hustle the 4Runner along. Mixed with the new chassis and suspension, the new 4Runner isn’t quite a joy to drive, but it’s a lot more stable and positive about its place on the road. The bottom line here is that the 4Runner is now easy to drive on the road, including stints on the freeway. Everything is improved, including ride quality and braking.

Off The Road: TRD Fun

When cruising along dirt roads in the SR5, the chassis and suspension changes are prominent. The ride is smooth and the 4Runner is more direct and agile than before. We switched to the TRD for off-road fun – and boy is the 4Runner TRD fun. With the extra power, we were climbing steep hills with ease, and steeper hills where the horizon disappears with little trouble and minimal scrabbling from the 33-inch all-terrain tires. We were particularly impressed with the Fox Q3S 3-way adjustable shock absorbers when picking up speed on the trail, then scrubbing off speed to turn in. While not at Ford’s Raptor model levels of comfort and ability, the TRD Pro’s Fox suspension is impressive in how it adds to the agility, balance, and stability of the 4Runner. It didn’t take us long to be confident pushing it through tight, dusty corners.

Equally impressive is the Multi-Terrain Monitor standard on TRD and Trailhunter models. It’s one of the best we’ve used for negotiating tricky and rock-strewn areas. The cameras are clear and perfectly placed to help make sure you put the right tires in the right place and the layout of the camera feeds on the 14-inch screen has been well-thought-out. For those slower to navigate obstacles, we found that the throttle response is well-balanced and easy to meter out and the brakes are progressive. In short, the TRD models appear to be strong in every aspect of off-roading – it’s just worth bearing in mind we were on curated courses that don’t challenge the inexperienced, and not out in the wild.

Toyota was keen to show us the 4Runner jumping, but ultimately, repeated runs over a hump in the motocross racetrack led to, well, a lack of enthusiasm to risk damage. We think that party trick should be left to Ford’s Raptor models.

Verdict & Pricing: There’s Value In The Off-Road Trims

The starting price of $40,770 is a little lower than the 2024 model, but once you get into the mid-range Limited and TRD Off-Road i-Force Max 4Runner trims, it becomes time to have a conversation about the value proposition compared with the Land Cruiser 1958 at $56,700 and the Land Cruiser for $61,470. That is a whole other conversation but, for now, we’re leaning on the 4Runner for its value to off-road ability ratio. There’s also the fact that with nine trim levels, the 4Runner is more likely to have a better fit for many shoppers over the Land Cruiser’s (current) two trims.

While we loved the previous iteration of the 4Runner, it wasn’t logical toward the end. Cars and trucks don’t need to be logical, but they do need to make sense when they evolve. The new 4Runner has all the right boxes ticked: The engine upgrade is on point and brings the 4Runner up to expectations, while the hybrid delivers more than most will need. The ride and handling is now up to par for the 2020s, and the off-road ability is a definite upgrade across the trim levels. The TRD models, based off this first drive, are exceptional. We will be covering the Trailhunter in a separate piece, but the bottom line is that this may be Toyota’s best off-roader yet.