2014 Toyota 4Runner Limited
Simply put, the 4Runner is an icon. I would go so far as to say it was the best SUV ever built by mankind: tough as nails, able to navigate a trip from the ice of northern Canada or Alaska to the tip of South America with nary any maintenance, pleasing and extremely cost-efficient to own, and capable of retaining a greater percentage of its original price over a longer period than almost any other vehicle.
Now its fifth generation has undergone a facelift, and it will be interesting to see if this Toyota can regain some of the relevance, depth of engineering prowess and acumen that made the 4Runner’s reputation. As the previous owner of both a third (1996-2002) generation 4R and current owner of a fourth gen, 2006 model (code name N210), I feel fairly qualified to weigh in on where the latest model stacks up, not only to its illustrious forebears to but the market as a whole. That the market itself has shifted makes this task slightly more complex; most shoppers today actually want a car-based crossover that will handle light off road duties while still looking tough, rather than a “real” sport utility vehicle. And, frankly, that is all most of us really need. Following through with that line of reasoning, when 90-plus percent of one’s time is spent on road, why compromise vehicle dynamics for pavement use with unneeded off road toughness?
The biggest issue with the current 4Runner, internally known as the N280 series, is that it isn’t as good to drive on a daily basis as the older model, built from 2002-2009. It is slightly larger in most dimensions and weighs some 400 pounds more. This additional mass works against it, all of the time. It seems slower off the mark, more sluggish feeling during passing, lardier in corners, and seems to require more shove on the brake pedal to haul to a stop. This avoirdupois also impedes its real-world towing ability.
The current SUV’s ride quality is slightly better in some ways than the older one, which is impressive considering the low profile 20-inch tires the Limited test vehicle rides on, and its ultimate body control is better too—though that could be down to the worn bushings and older shocks in my own 4R. Why Toyota had to make the 4Runner so much heavier I don’t know; it certainly doesn’t feel any more stiff in structure than my own beast, which has over 157,000 miles on it.
It certainly has slower “reflexes” and doesn’t get any better fuel economy, despite a more modern, 4.0-liter V6 engine, with outputs of 270hp and 278lb-ft of torque, a nice improvement on the older model’s standard horsepower of 236. Gone though is the wonderful (optional) 4.7-liter V8. While the new six has more 10 more hp than that engine, it’s way down on its 306lb-ft of twist, and sounds much more strained and harsh when used in earnest. This is something emphasized by the newer 4R’s improvements in road and wind noise suppression; personally, I missed the sweet burble of my own V8.
The other area where the newer Toyota trails its elder is in apparent interior quality. Even post-update, many of its plastic moldings are cheap and easily scratched. In contrast, the older vehicle is built of sterner, higher quality stuff, that shrugs off the years and miles much better.
The 2014 freshening did improve this aspect to some degree with nicer materials in many places, and the newer 4Runner’s infotainment system is far superior to my own, antiquated navigation/stereo head unit. Its climate controls are a huge improvement on overstyled ones in the old model, too. Ironically, my favorite feature of the newer Limited is its optional, power-fold running boards, which don’t impede off roadability yet make access up into the high-mounted driver’s seat much easier. The 2014 also offers the real benefit of a fold-flat 3rd row, increasing its utility for those who need six or seven passenger capacity and don’t want a Highlander. Finally, there is slightly more room between the floor and roof of the latest model, meaning entry and exit are easier.
While aesthetics are a very personal matter, the blocky look of the current generation has grown on me, and it looks even more handsome, post-update. Toyota has also done a much better job of differentiating the various trim levels with this refresh; the Limited will never be mistaken for lesser variants.
In terms of how it will do on trails, fire roads and in more extreme off roading, the 4Runner Limited is now (ironically) more limited by its street-biased tires than anything else. For those who really relish these challenges, one of the other trims will do better. The bigger issue is that crossovers, and the 4Runner’s one great SUV rival, the Jeep Grand Cherokee, are just so good now. Vehicles like the Toyota’s very own Highlander and Mazda CX-9 are much nicer in day-to-day use, from the standpoint of ride and handling, fuel economy and interior space efficiency. The Jeep, offering basically the same level of prowess off pavement, it is better finished inside, has a nicer infotaintment system, and perhaps most importantly, comes with three available engines, all of which are better than the sole motivator the 4Runner has to haul its bulk. What the GC doesn’t have is a 3rd row option, nor the reputation for stone-ax reliability the Toyota has earned over the decades.
Few other credible rivals exist near the 4Runner’s price point—for now at least—meaning that it still is a proud reminder of the heritage and amazing breadth of ability that helped make SUVs and crossovers so appealing. And its shrinking market share, at the expense of very successful “soft roaders,” mean that it actually stands out more now than a decade ago. I personally hope Toyota continues to develop this body-on-frame wonder, as the automotive world would be a poorer place without the 4Runner in it.
EPA ratings: 17/21mpg; 18mpg combined
Price as tested: $47,350
Here is what Toyota has to say.
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