2025 Toyota 4Runner is most powerful in brand's history | Reviews

There’s something odd about the all-new 2025 Toyota 4Runner. No, it hasn’t abandoned its body-on-frame roots, and, no, it has not somehow magically and deliciously reappeared with a 5.7L V8. What’s odd is that, in the most basic trim with the lesser of two engines, the base engine actually makes a 4Runner feel adequately quick.?

Pardon? About as fast as a miniature pony with a belly full of Irish oats, the outgoing truck simply lacked any kind of urgency. Anyone who has driven the previous 5th-generation will know exactly what we mean. The 2025 Toyota 4Runner — even though it has downsized to a four-cylinder 2.4-litre turbo engine from a 4.0-litre V6 — feels vastly more spritely, both off-the-line and hustling around country roads or trails. There’s even a nice little snarl to the engine when it gets pushed into the realms of higher rpms; just as cool, perhaps in part because of D-4S fuel injection, the four-cylinder sounds almost like a small diesel at idle. Please don’t tell anyone we suddenly have a fondness for a four cylinder.

Is there a hybrid Toyota 4Runner?

All the historical whining about a lack of power in the 4R (although there were virtually zero complaints about the reliability and durability of the retiring 1GR-FE V6) must have given Toyota PTSD because now a second engine — a hybridized version of the same 2.4L turbo — is also part of the line up. This engine amplifies engine power considerably, making the new 4R the most powerful in the history of the brand and the first ever 4R to use electricity as a means of propulsion.?

This hybrid-four, the same engine in the new Land Cruiser and optionally in the Tacoma, ushers 326 horsepower and 465 lb-ft of torque through the same eight-speed transmission as the gas-only engine. Shifts are clean, deliberate and nicely timed. The hybrid taps a 48-hp electric motor between the engine and transmission, feeding off a 1.87-kWh NiMH battery, to deliver the extra torque. Indeed, the hybrid combination is positively monstrous (although there is some turbo lag under instant full throttle). For some, it will come as a shock as to how fast this 4Runner takes off, easily able to embarrass pretty much any small block V8.?

The pull and instant momentum is so sensational, drivers need to be extra cautious about how much they are dishing out and when, especially on an off-road course. Passing power is more than enough; the gas-only model is not quite as brisk in getting past 18-wheelers, of course, but still impressive nonetheless. All grades can now tow 6,000 pounds, too.

While SR5, TRD Sport, TRD Off-Road Premium and Limited all come standard with the gas-only turbo 4-cylinder that produces 278 horsepower and 317 lb-ft of torque, the i-FORCE MAX hybrid is reserved for the TRD Pro, as well as the new Trailhunter and Platinum trims. The hybrid is also an option on TRD Off Road Premium — the only trim that can be had with either straight gas or hybrid.

A 72-litre fuel tank on all models is on the small side, especially for the overland-orientated Trailhunter, but fuel economy is much improved overall, so range should still hit the 500-600 km mark. Average combined fuel economy ranges from a best on the part-time 4WD hybrid of 9.9 L/100 km to 11.2 L/100 km on the part time 4WD gas-only. The Limited and Platinum both come with full-time 4WD and a locking Torsen centre differential. An electronic, locking rear differential is standard on TRD Off-Road, TRD Pro and Trailhunter. The Pro and Trailhunter also get a new stabilizer-bar disconnect system to increase suspension articulation (at the push of a button) and the Trailhunter gets a snorkel that is mostly for show as it does not block water. The snorkel can also be quite loud but it does limit dust intake.

Interior features in the 2025 Toyota 4Runner

The Limited and SR5 are also the only seven-passenger versions for those who need a third row (though a minivan is more suitable for seven people anyway). All hybrids are five-passenger only due to the battery placement in the rear. That third row does bite into cargo space somewhat, but overall cargo space has increased slightly. Now, behind the first row in five passenger models, there is a cavernous 90.2 cubic feet (2,554L), with 48.4 (1,371L) behind the second row. Seven-passenger models get 84.1 (2,382L) and 44.8 (1,269L) respectively, still a decent amount of space, but the extra seats also raise the height of the cargo floor. Unfortunately, the second-row seats don’t fold level with the cargo floor, making it hard to use the cargo space to sleep overnight when camping, etc.

Loading into the rear space is now easier, though, with a hands-free power liftgate on Limited, TRD Off Road Premium and Trailhunter. The tailgate on the new 4R is also made of resin instead of aluminum or steel, but it still feels heavy enough, and it won’t ever rust, though it might be expensive to repair if damaged. The rear window still powers down and, with the sunroof open at the same time, there is no better way to enjoy the warm breezes of spring, summer and fall.?

The rest of the interior is similar to that of the new Tacoma, neat, tidy and ruggedly handsome, with plenty of nooks, handles and pockets to stow stuff. More impressive was not being forced to go all digital with touch and haptic controls. The 4Runner is blessed with proper knobs and switchgear everywhere, although the radio knob on trucks with the smaller 8-inch screen is way too small. A 14-inch multimedia monitor on higher end trucks pairs with a sharp and clear 12.3-inch digital cluster, while basic models get an 8-inch touch screen and 7-inch gauge cluster.

How does the Toyota 4Runner drive?

Equally satisfying was just how tight everything felt in these pre-production trucks, with almost zero squeaks or rattles, which may be a testament to the build quality from the Tahara, Japan assembly plant. Only a hint of wind noise could be heard at speed, although it was crazy windy the day we drove.?

Visibility may be slightly less than the superior sight lines of before, and the cabins do feel dark with the all black headliners (although some people prefer this). The big hood scoop on the TRD Pro definitely clutters the view out front, and most of the trims we drove suffered from some slight movement of the sheet metal in the hood.?

Handling and braking, however, all surpassed expectations. Electric power steering that replaces hydraulic does a great job, feeling nicely weighted and accurate. Turning radius of 19.7 feet felt entirely appropriate, and it was easy to negotiate twisty trails. Suspension lean is well controlled, and no longer does the front end dive so much when the brakes are applied. The Limited and Platinum get a unique automatic variable suspension (AVS), but it was hard to tell how well this system soaks up the bumps of beat up roads since California’s asphalt is mostly super smooth. Seven different wheels, in 18- or 20-inch, vary with the trim level.

Other grades rode quite comfortably too, thanks to the independent front suspension and coil-spring rear suspension of the TNGA-F platform, with less of a truck-like feel of the fifth gen — yet still delivering a uniquely 4Runner-like ride that happily continues with the new truck.

How much is the 2025 Toyota 4Runner in Canada?

Pricing of the 2025 Toyota 4Runner starts at $57,840 (with fees, but before tax) for the SR5, rises to $67,342 for the non-hybrid Off Road Premium, hitting $84,138 for the TRD Pro and summiting at $87,841 for the Trailhunter in “Everest” blue-green. Gas-only trucks are arriving now, while hybrid models will start showing up about the end of March, both of which are now quick enough that no one will ever complain about the 4Runner’s power again.

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