When Toyota unveiled the new 2025 4Runner this past April, it’s fair to say there was a bit of head-scratching among enthusiasts. Fresh off the heels of the redesigned Land Cruiser reveal – a model now sharing the TNGA-F platform with the Tacoma, Sequoia, and Tundra – the arrival of a similarly sized, TNGA-F-based 4Runner, powered by the same 2.4-liter engine and eight-speed transmission, sparked questions of redundancy. Was the 4runner New model simply stepping on the Land Cruiser’s toes?
After spending time driving the new 4Runner, and directly comparing it to the Land Cruiser, the answer is nuanced. Yes, there’s definitely some overlap. Toyota acknowledges this, aiming to appeal to a broader customer base, potentially drawing in those considering rivals like the Ford Bronco, Jeep Wrangler, or even the Porsche Cayenne. As a Toyota representative explained at the 4Runner new model’s media launch, the 4Runner is specifically tailored for North American tastes, emphasizing driving dynamics and styling distinct from the globally focused Land Cruiser. The chief engineer’s priorities for the 4Runner new generation included making it “fun to drive and sporty,” contrasting with the Land Cruiser’s “global heritage and tastes” and more premium positioning.
Essentially, Toyota envisions the 4Runner new as the more aggressive and sporty offering, while the Land Cruiser embodies a more premium and refined experience – a distinction evident in styling, interior finish, and overall vehicle dynamics.
Decoding the 2025 4Runner Lineup: A Trim for Every Adventure
Toyota’s representative wasn’t exaggerating when describing the 4Runner new as multifaceted. The trim level breakdown is extensive, offering a staggering nine different variants, with prices ranging from a starting MSRP of $42,220 to a top-tier $68,350. This expansive lineup contrasts sharply with the Land Cruiser’s streamlined approach, available in just two trims: 1958 and Land Cruiser. The 4Runner new trim levels are as follows:
- 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 potent 2.4-liter hybrid “i-Force Max” powertrain, generating a robust 326 horsepower and 465 lb-ft of torque. This engine will be familiar to those acquainted with the Tacoma or Land Cruiser, highlighting the shared DNA within Toyota’s truck and SUV lineup.
The Limited, TRD Off-Road, and TRD Off-Road Premium trims come standard with the capable 278 horsepower, 317 lb-ft 2.4-liter “i-Force” engine. This non-hybrid engine is the sole option for the SR5 and TRD Sport models. However, for those seeking enhanced fuel economy and power, the hybrid i-Force Max is available as a $2,800 upgrade for the Limited, TRD Off-Road, and TRD Off-Road Premium.
Third-row seating, a practical feature for families, is offered exclusively on the SR5 and non-hybrid Limited trims as a $600 option. The hybrid battery pack, positioned under the rear cargo area, unfortunately eliminates the possibility of a third row in hybrid models due to space constraints. The visual difference is noticeable, as seen in the Trailhunter model below, where the cargo floor is raised to accommodate the battery.
Conversely, the non-hybrid SR5 with the optional third row showcases a significantly lower rear cargo floor. While the TRD Sport and TRD Off-Road non-hybrid versions technically have space for a third row, Toyota has historically limited this option to the Limited and SR5 trims based on customer demand and dealer feedback. For those needing maximum passenger capacity in their 4Runner new, the SR5 remains the go-to choice.
Delving beneath the surface, the 4Runner new shares its fundamental architecture with its Toyota siblings. The front suspension design is remarkably similar across the Tacoma, Land Cruiser, and 4Runner new, all leveraging the robust TNGA-F platform.
While variations exist in control arms and link geometry depending on the trim level, the fundamental suspension mounting points to the frame remain consistent. This shared platform ensures a familiar and robust foundation across these Toyota models, utilizing a double-wishbone independent front suspension with coilovers and a coil-sprung solid rear axle design.
Similarly, the rear suspension of the 4Runner new mirrors the Tacoma and Land Cruiser in its fundamental layout.
In terms of dimensions, the 4Runner new and Land Cruiser are remarkably similar. The Land Cruiser measures 194 inches in length, 84.2 inches in width, and 73.2 inches in height. The 4Runner new is approximately an inch longer, maintains a similar width, and the Limited/TRD Sport/Platinum trims share a comparable height with the Land Cruiser. Even ground clearance figures are closely aligned between the Land Cruiser and these specific 4Runner new trims.
Towing capacity is also standardized at 6,000 pounds for both vehicles. Fuel economy for hybrid models is also consistent, with a combined 23 MPG for both the hybrid 4Runner new and the hybrid-only Land Cruiser. Non-hybrid 4Runner new models naturally exhibit slightly lower combined MPG figures.
Behind the Wheel of the 2025 4Runner: Driving Impressions Across the Range
The driving experience of the 4Runner new reveals its intended positioning within Toyota’s SUV lineup. Starting the drive event in downtown San Diego, the first 4Runner new encountered was a TRD Pro model, immediately highlighting the Tacoma-derived interior. The cabin shares a near-identical design with the recently reviewed Toyota Tacoma, featuring a prominent 14-inch touchscreen infotainment system and a 12.3-inch digital gauge cluster. The interior aesthetic is decidedly rugged, with blocky “TOYOTA” lettering on the dash, a robust shift lever, a substantial passenger grab handle on the center console, and durable, albeit hard-touch, interior materials.
Pre-production nuances were evident in the TRD Pro, with some minor trim imperfections observed near the glovebox. While the journalists testing the vehicle pushed its agility and speed, the overall impression wasn’t of outright sportiness, but rather of competent and comfortable cruising. The ride quality remained decent, befitting a large truck riding on substantial 33-inch tires, where razor-sharp handling isn’t the primary expectation.
The TRD Pro’s signature hood scoop, a non-functional aesthetic element, exhibited some noticeable shaking at highway speeds, mirroring a similar characteristic in the Tacoma. While visually aggressive, this plastic component feels somewhat unnecessary and detracts slightly from the otherwise robust feel of the vehicle.
The abundance of piano black plastic trim on the TRD Pro’s exterior also drew attention, and not in a positive way. The highly reflective surface was prone to swirl marks, readily visible even in a brief presentation. This material choice, particularly on a top-spec off-road model, seems impractical, given its susceptibility to scratching and the generally rugged nature expected of an off-road vehicle.
The Surprisingly Appealing Base 4Runner SR5
Transitioning to the entry-level 4Runner new SR5 in a two-wheel-drive configuration, priced around $43,000, revealed a surprisingly different and arguably more enjoyable driving experience. Immediately, the lighter weight of the SR5 – at 4,455 pounds, a substantial 1,000 pounds less than the TRD Pro – became apparent. This weight reduction significantly impacted perceived performance. The 278 horsepower, 317 lb-ft 2.4-liter non-hybrid turbo engine felt just as responsive, if not quicker, than the more powerful 326 horsepower hybrid in the TRD Pro. The SR5 felt subjectively smaller, lower to the ground, more nimble, and overall, more pleasant to drive in everyday scenarios.
The 2.4-liter turbocharged inline-four engine, while not particularly characterful or sonically engaging, provides ample power. The eight-speed automatic transmission delivers smooth and crisp shifts without any unwanted drama. It’s a competent and functional powertrain, reminiscent of previous generation 4Runner engines in its unassuming but reliable nature.
The interior of the SR5, equipped with an 8-inch touchscreen, felt adequately sized and, perhaps surprisingly, less visually “tacked-on” than the larger 14-inch screen in higher trims. The light cloth seats were both aesthetically pleasing and comfortable, adding to the overall value proposition of the base model.
Exploring the Third-Row Seating Option
The optional third-row seating in the 4Runner new SR5 offers a glimpse into the practicality of this configuration. While not entirely novel, resembling the “jump seats” of the outgoing 4Runner, these seats are designed for occasional use. The solid rear axle’s articulation necessitates a raised rear frame and floor, resulting in third-row seats positioned low to the floor and folding down and backward when not in use.
Access to the third row involves maneuvering past the rear wheel arch, which can be slightly cumbersome. However, folding the second-row seat forward, accomplished via a simple lever pull, makes ingress reasonably manageable.
When folded flat, the third-row seats create a relatively flat load floor, maximizing cargo space when passenger capacity isn’t needed.
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 from below, accessed through a somewhat unusual rubberized barrier.
The final result is a set of jump seats suitable for smaller passengers.
At five-foot eight-inches tall, legroom in the third row felt somewhat cramped, adequate for short trips but less comfortable for longer journeys.
The most significant limitation for adult occupants is headroom. Taller individuals will likely find their heads brushing against the headliner. Overall, the third-row seating in the 4Runner new is best suited for children and shorter adults for shorter distances.
The Capable 4Runner Trailhunter for Overlanding Enthusiasts
Moving to the 4Runner new Trailhunter, the dedicated overlanding trim, reveals a different facet of the vehicle’s capabilities. Positioned as the top-tier off-road variant alongside the more “rally-oriented” TRD Pro, the Trailhunter commands a premium price of $68,350. However, this price reflects a substantial suite of off-road enhancements, including comprehensive underbody protection, a sway bar disconnect for increased front axle articulation, robust 33-inch tires, a rear locking differential, and a snorkel for enhanced water fording capability. The interior is also well-equipped, adding to the overall premium feel of this off-road focused trim.
On a designated off-road trail, the Trailhunter demonstrated its impressive capabilities with ease. While the independent front suspension inherently limits the effectiveness of the sway bar disconnect in maximizing front axle articulation, the coil-sprung five-link rear axle exhibited excellent flex, allowing for smooth and controlled traversal of uneven terrain. The front-facing camera proved particularly useful for navigating challenging obstacles.
The hood design, with a lower central section, provided excellent forward visibility, simplifying trail navigation. In instances where the ideal line was missed, the Trailhunter’s comprehensive underbody skid plates, protecting the front end, fuel tank, and transfer case, offered ample protection against rock damage.
Despite its off-road prowess, the 4Runner new Trailhunter, with its 10.1 inches of ground clearance, rear locker, and disconnecting front sway bar, possesses a somewhat bulky profile. The resulting 24-degree breakover and departure angles, while respectable, are not class-leading, falling short of dedicated off-roaders like the Ford Bronco or Jeep Wrangler in extreme terrain maneuverability.
High-Speed Fun with the TRD Pro “Rally” SUV
The 4Runner new TRD Pro shifts the focus towards high-speed off-road driving, demonstrated on a dedicated dirt track.
Equipped with “3-way adjustable Fox 2.5-in internal bypass Q3S shocks with rear piggy-back remote reservoirs,” the TRD Pro showcased impressive composure and control over varied terrain at speed.
Toyota even demonstrated the TRD Pro’s jump capability, highlighting the robustness of its suspension and chassis.
Despite its high-speed off-road aptitude, some of the TRD Pro’s aesthetic choices remain questionable. The abundance of piano black exterior cladding and the prominent, shaking fake hood scoop are carryovers from other trims and detract slightly from the otherwise purposeful design.
Furthermore, the underbody protection on the TRD Pro, while present, 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.” This difference underscores the Trailhunter’s more dedicated focus on serious off-road terrain, while the TRD Pro leans towards higher-speed desert running and “rally-inspired” driving.
Ultimately, while both the Trailhunter and TRD Pro offer impressive off-road capabilities, the ideal trim for many may lie elsewhere in the 4Runner new lineup.
The “Goldilocks” Trim: 4Runner TRD Off-Road
The 4Runner new TRD Off-Road emerges as the “Goldilocks” trim, striking a compelling balance of capability, features, and value. This conclusion mirrors the sentiment found when evaluating the Tacoma trim levels, where the TRD Off-Road also proved to be a standout choice.
Starting at $50,640 for the base TRD Off-Road and $56,420 for the TRD Off-Road Premium, these trims position themselves as competitive options within the off-road SUV segment. While carrying a price premium compared to rivals like the Ford Bronco four-door or Jeep Wrangler four-door (approximately $10,000 more), the 4Runner has historically commanded a higher price point, a factor often attributed to Toyota’s renowned brand reputation for reliability and longevity. The TRD Off-Road appears to be the sweet spot in the 4Runner new lineup, offering significant off-road capability without the top-tier pricing of the Trailhunter or TRD Pro.
The TRD Off-Road Premium hybrid model, exceeding $60,870, adds further features like a faux-leather interior, a larger infotainment screen, a front-facing camera, and a moonroof, building upon the standard TRD Off-Road features such as 33-inch tires and a rear locker.
Even without extensive off-road testing during this drive event, the TRD Off-Road’s inherent capabilities are evident. Excellent forward visibility, particularly with the optional front-facing camera (standard on the Premium trim), a generous 9.1 inches of ground clearance, and functional, if somewhat understated, matte-black fender flares all contribute to its off-road readiness.
While lacking a sway bar disconnect, the TRD Off-Road’s front suspension articulation is inherently limited, making this feature less critical. Underbody protection, while present, could be improved, with a composite front skid plate and limited protection for the transmission. However, the fuel tank and transfer case do receive some sheet metal shielding, and aftermarket upgrades can readily address any perceived shortcomings in underbody protection.
The base-model, non-hybrid TRD Off-Road, priced at $50,640, emerged as a personal favorite. Stripped of unnecessary frills, it provides a functional and capable off-road platform.
The interior is straightforward and utilitarian, featuring comfortable cloth seats. Crucially, it retains essential off-road equipment: a rear locker, capable 33-inch tires, basic underbody protection, the gasoline-powered 2.4-liter turbocharged engine paired with an eight-speed automatic transmission, and a low-range transfer case. It embodies a “just-what-you-need” approach, appealing to those prioritizing function over excessive features.
While a front-facing camera would be a welcome addition, especially for off-road driving in a vehicle with a tall hood, and the running boards on the test vehicle were deemed unnecessary, the base TRD Off-Road presents a compelling value proposition. Weighing in at 4,850 pounds, it’s also significantly lighter than the Trailhunter or TRD Pro, further enhancing its responsiveness and fuel efficiency.
This weight advantage, coupled with increased cargo space and the questionable real-world fuel economy benefits of the hybrid powertrain (which would take considerable time to recoup the price premium), suggests that opting for the non-hybrid TRD Off-Road is a prudent choice. Further real-world fuel economy and reliability data will solidify this recommendation, but based on initial impressions, skipping the i-Force Max hybrid in the TRD Off-Road trim appears to be the most sensible path.
4Runner TRD Off-Road vs. Land Cruiser: Sibling Rivalry?
The question naturally arises: why choose a Land Cruiser over the 4Runner new?
Pricing provides a key point of differentiation. The base 4Runner new TRD Off-Road starts at $50,640, nearly $7,000 less than the entry-level Land Cruiser 1958, priced at $57,400. 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 center differential. In contrast, the 4Runner new TRD Off-Road utilizes a smaller screen, a part-time four-wheel-drive system, and the less powerful gasoline-only powertrain.
However, the interior quality of the base “1958” Land Cruiser doesn’t represent a significant upgrade over the 4Runner new. To experience a noticeable step up in interior materials and refinement in the Land Cruiser, moving to a higher trim level is necessary. Furthermore, the hybrid powertrain, while offering benefits, compromises cargo volume in the 4Runner new and adds to the overall cost.
Interior styling comparisons reveal subtle differences. The base Land Cruiser interior:
Compared to the 4Runner new TRD Off-Road interior:
Another perspective of the Land Cruiser interior:
And again, the 4Runner new TRD Off-Road interior:
Land Cruiser 1958 interior detail:
And a detail of the base 4Runner new TRD Off-Road interior:
The Land Cruiser arguably possesses a slightly more elegant interior design. Exterior styling is also a matter of subjective preference.
The Land Cruiser’s more squared-off roofline and less “squished” front end may appeal to some, giving it a slightly more classic SUV aesthetic.
Off-road capability is remarkably comparable between the two SUVs. Both come standard with a rear locker (the Land Cruiser adds a locking center differential, which the 4Runner new doesn’t require due to its part-time 4WD system engaging both front and rear driveshafts in 4WD), basic underbody skid plates, and Toyo all-terrain tires.
However, tire sizes differ slightly. The Land Cruiser uses 245/70R18 tires, while the 4Runner new TRD Off-Road features larger 265/70R18 all-terrains, contributing to the 4Runner new‘s 9.1 inches of ground clearance compared to the Land Cruiser’s 8.7 inches.
Off-road geometry also plays a crucial role. The Land Cruiser boasts a superior approach angle of 30 degrees, a departure angle of 22 degrees, and a breakover angle of 25 degrees. In contrast, the 4Runner new TRD Off-Road is listed with a 19-degree approach angle, a 24-degree departure angle, and a 24-degree breakover angle.
While the Land Cruiser’s significant 11-degree advantage in approach angle would typically make it the superior off-roader, the relatively limited 22-degree departure angle somewhat negates this advantage. Furthermore, the stated 19-degree approach angle for the 4Runner new TRD Off-Road may be understated.
Examining the base 4Runner new SR5, which features smaller tires and a front chin spoiler, reveals a stated approach angle of 18 degrees.
Removing the chin spoiler would clearly improve the approach angle by more than a single degree. Given that the TRD Off-Road models lack this spoiler and feature larger tires, a 19-degree approach angle seems inconsistent.
Toyota’s online configurator does show the TRD Off-Road with a front spoiler. It’s possible that the test vehicles were modified by removing these spoilers, potentially increasing the 4Runner new TRD Off-Road’s approach angle to around 30 degrees, aligning it more closely with the Trailhunter and TRD Pro models with their more aggressive front fascias.
In practical off-road driving, the Land Cruiser 1958 and 4Runner new TRD Off-Road feel remarkably similar in capability. Styling preferences lean towards the Land Cruiser for some, while pricing clearly favors the 4Runner new. Cargo volume and on-road driving dynamics further differentiate the two.
In terms of cargo volume, the hybrid versions of both SUVs are nearly identical. The 4Runner new TRD Off-Road hybrid offers 82.6 cubic feet of cargo space behind the front seats and 42.6 cubic feet behind the second row. The Land Cruiser provides 82.1 cubic feet behind the front seats and a slightly larger 46.2 cubic feet behind the second row. However, the non-hybrid 4Runner new significantly surpasses both with 90.2 cubic feet with the second row folded and 48.4 cubic feet behind the second row, making it the clear cargo volume leader.
On-road driving dynamics are also subtly different. The Land Cruiser might offer a marginally softer and more cushioned ride, while the 4Runner new feels slightly firmer. Neither prioritizes sporty handling, exhibiting noticeable body roll and brake dive. Both provide adequate on-road performance and competent off-road capabilities. Toyota’s reputation for reliability and strong dealership service networks remain key selling points for both models.
Verdict: The 2025 Toyota 4Runner – A Worthy Successor with Broad Appeal
While the close architectural and functional similarities between the 4Runner new and Land Cruiser might initially raise eyebrows, this expanded choice within Toyota’s body-on-frame SUV lineup is ultimately a positive development. The previous generation Land Cruiser had evolved into an expensive luxury vehicle, limiting its accessibility. The 4Runner new and the redesigned Land Cruiser now offer distinct options catering to different needs and budgets.
The 2.4-liter turbocharged inline-four engine, while not exhilarating, provides adequate power, mirroring the functional but unremarkable nature of previous 4Runner and Tacoma engines. The eight-speed automatic transmission effectively manages the engine’s output. Improved real-world fuel economy and continued reliability are anticipated benefits compared to outgoing models. The independent front suspension and solid rear axle provide a familiar and effective balance of on-road comfort and off-road capability. Interiors are modernized yet remain practical and durable.
The 4Runner new and Tacoma represent worthy successors to their predecessors. The Land Cruiser now serves as a more premium and stylized alternative, positioned within the 4Runner new trim spectrum in terms of capability and features.
The Land Cruiser is not as overtly off-road focused as the 4Runner new TRD Pro or Trailhunter, but it surpasses the SR5 and Limited/TRD Sport in off-road prowess. It roughly matches the 4Runner new TRD Off-Road in capability but comes standard with the hybrid powertrain (sacrificing cargo volume compared to the non-hybrid 4Runner new TRD Off-Road), boasts a more refined interior and exterior design, and potentially offers a slightly softer ride.
For buyers prioritizing affordability and/or three-row seating without extensive off-road needs, the base 4Runner new SR5 is a compelling option. Those seeking a capable off-roader on a budget should strongly consider the 4Runner new TRD Off-Road. Hardcore off-road enthusiasts with less price sensitivity will gravitate towards the 4Runner new Trailhunter or TRD Pro. For those desiring a more luxurious yet still capable off-roader from Toyota, the Land Cruiser is the logical choice (with the Lexus GX catering to even greater luxury demands). Finally, for buyers prioritizing a cool and classic aesthetic with decent off-road ability, the base Land Cruiser 1958 holds considerable appeal.
Ultimately, for personal preference, the non-hybrid 4Runner new TRD Off-Road edges out the Land Cruiser due to its superior cargo volume, avoidance of the hybrid powertrain’s compromises, smaller infotainment screen preference, and significant cost savings. However, the allure of a higher-trim Land Cruiser, offering a more premium interior without sacrificing core off-road capability, is undeniable. When investing upwards of $50,000 in an SUV, the desire for a more refined and comfortable interior experience is understandable, making the choice between the 4Runner new and Land Cruiser a compelling, albeit nuanced, decision.
