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The current 4Runner debuted way back in 2009, but at least it has Apple CarPlay now.
Every 4Runner fan on the entire planet knows the current fifth generation desperately needs an update. From the underpowered engine to that sluggish five-speed automatic, this body-on-frame SUV definitely belongs in a previous performance era. Toyota's long-tenured truck debuted way back in 2009 and during the pandemic, demand for 4Runners skyrocketed so much that the maxed-out TRD Pro trim now commands serious dealer markups—if you can even find one at all.
At the very least, 4Runner values never drop too much despite the fact that, in many ways, the current 4Runner receives only minor updates to keep up with the modern competition, including a tiny touchscreen and Apple CarPlay. But that old-school capability definitely contributes to the overall rugged appeal that makes the 4Runner so great.
I recently took a Lime Rush loaner off-roading and camping in Arizona to discover everything good, bad, and perplexing about the 2022 4Runner TRD Pro. And while out in the middle of nowhere, I filmed a walkaround video in the hopes that I can provide a bit of clarity for anyone debating whether to shell out big bucks to acquire a truck like just about nothing else on the market—for better or worse.
Growing up, I loved my dad's forest green 4Runner (technically, Evergreen Pearl) with that roll-down rear window and smooth fender flares. But the fifth generation's design, shared with the Tacoma just like the body-on-frame chassis underpinnings, usually left me unimpressed as more and more overlanding builds proliferated around West LA.
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But really, beneath that more aggressive skin, the 4Runner never changed much. The V6 grew fractionally to 4.0 liters of displacement and output increased to 270 horsepower and 278 lb-ft of torque. A hilariously outdated five-speed automatic routes (some might say saps) that respectable grunt on the way to a true two-speed transfer case offering rear-wheel or four-wheel drive. And protecting much of the powertrain on the TRD Pro, a quarter-inch-thick aluminum skid plate with bright red branding points to the purposefully practical nature of this body-on-frame SUV.
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My TRD Pro arrived with Nitto Terra Grappler all-terrains installed, big 31-inchers rather than the increasingly popular 33s (or 37s, even, as on the insane Bronco Raptor). The Nittos do manage to balance smooth quietude in town with a surprising amount of grip in sandier sections, though, even if I never aired down.
But Toyota's decision to stick with large 31s results in ground clearance stats that surprised me. Officially rated at 9.6 inches, the gap between dirt trail and skid plate felt lower (and again, I never aired down, which further reduces ride height). Maybe Toyota expects real off-roaders who buy a TRD Pro to get serious and buy a set of bigger tires—those that do better find a Magnuson supercharger, and quick, since any increase in tire radius will only further bog down the five-speed automatic.
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Meanwhile, in an era when a Hyundai Kona can come with electronically adjustable shocks, Toyota eschews any such fanciful notions and sticks with a basic set of predictable Fox shocks all around. The rears get piggybacks to help with additional load due to the solid rear axle—a major 4Runner selling point compared to many unibody "competitors" with independent rear suspension—and all things considered, the simple setup manages to absorb all but the largest bumps with aplomb. I reminisced about the Chevrolet Silverado ZR2's ungodly Multimatics, to which the 4Runner almost comes close, but the Bronco Raptor's dampers sit on an entirely different step up the performance ladder.
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Simple Fox shocks, respectable but not quite impressive Nittos, and no disconnecting sway bars just about sum up the 4Runner TRD Pro's real off-roading equipment. I found myself wishing for a chance to try out Toyota's KDSS system, which fakes sway bar disconnection by means of a piston in place of one chassis bracket and, somewhat incongruously, comes standard on the cheaper TRD Off Road trim package. But then again, for buyers hoping to immediately mod their TRD Pro with a few more inches of lift, KDSS makes the process much more complex.
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On the interior, the 4Runner's simple dash receives a few nice touches, including carbon fiber trim for the shifter surround, but overall the fucntional steering wheel and big knobs further reveal Toyota's commitment to keeping it simple, silly. Everything feels utilitarian, from the touchscreen's pixelation to the standard, hose-washable rubber floor mats. And yet, because the modern era dictates such concessions, this $53,000-plus truck gets Apple CarPlay (wired, not wireless) which allowed me to use the OnX Offroad app on the big screen during my stint in the dirt.
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Comfortable seats with plenty of leg and headroom continue the theme, slightly bolstered but easy to climb in and out of at every stop. I even moved the driver's seat up and forward after driving only a few hundred yards off the pavement, hoping to get a better view of rocks and twigs over the big, square hood.
Sitting higher up also makes for easier use of the off-road dials on the roof, including the locking rear differential and dubiously effective hill descent controls. Don't even ask about the moonroof controls, please.
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Plenty of 4Runner buyers probably plan to haul family and friends along on their adventures, a crowd that Toyota decided to swaddle in relative luxury by allowing the rear bench seats to recline, I believe, more than any other back seats this side of a Maybach. And even with my driver's seat in highway cruising position, at 6'1" with long legs, I still fit in the back seat without feeling cramped.
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Reclining the seats might reduce the rear cargo space ever so slightly but fear not, because this trunk holds a ton of gear. Without no precise destination in mind, I brought all my standard rescue equipment, including a Yankum rope and Viair compressor, plus tables, chairs, and even a motorcycle helmet in case I needed to drive a side-by-side. And yet, the pile still left plenty of space for luggage, plus a sleeping pad (I packed heavy this trip—why not?).
Convenient trays atop each wheel well offer nice niches for paper towel rolls or flashlight storage, but a few shortcomings did catch my eye. For one, the rear deck sits about an inch and a half lower than the seatbacks when I folded them all the way forward. In this era of overlanding, a fully flat floor would make my minimal sleeping pad enough to sleep in the truck rather than setting up a tent. Perhaps explaining this mind-blowing oversight, the TRD Pro's spare still dangles below and outside the trunk, where a big rock might damage the wheel and tire (or both). And even worse, the spare doesn't match the Nittos! (Possibly a press loaner oversight—or so I would hope).
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Perhaps the biggest surprise for me, after only a couple of days off-roading the 4Runner Pro, arrived when I found myself actually looking at the front end and liking what I saw. Blame the mental shift on a light coating of dust, the surrounding environment, or just acclimatization, but what formerly looked angular and aggressive now seemed right at home in the sparse desert.
Plus, Toyota kept the roll-down rear window! Which, to be fair, probably explains the lack of a swingout rear hatch and spare tire carrier. Whether the TRD Pro roof rack best fits the aesthetic still craws at my brain, though, and also seems a bit surprising given the ubiquitous Instagram trend of installing roof tents on anything and everything that occasionally escapes the Whole Foods parking lot.
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And the 4Runner TRD Pro definitely deserves better than mall crawling. Simple, functional, and rugged engineering, with solid articulation from both the rear axle and independent front suspension, make all but the toughest trails a fun challenge, rather than inciting fear or doubt.
What's next for 4Runner remains a scary question, though. Namely, how can Toyota carry the heritage of an undeniably iconic body-on-frame SUV into an era when hybridization seems all but necessary, while keeping up with the competition almost dicates the installation of new features like adaptive shocks, "Baja Mode" exhaust valving, or fully disconnecting sway bars front and rear.
Presumably, Toyota can increase complexity without a concomitant dip in reliability and rugged capability—or at least, so we hope. But something wonderful remains about a simple truck that simply just gets the job done. For now, and probably forever, nothing else on the market can quite match the 4Runner's combination of old and new, which perhaps explains why even the off-road versions built to take a beating still never lose much value on the used market.
Sources: toyota.com, youtube.com, nittotire.com, magnusonsuperchargers.com, apple.com, onxmaps.com, yankum.com, and viaircorp.com.
Michael Van Runkle grew up surrounded by Los Angeles car culture, going to small enthusiast meets and enormous industry shows. He learned to drive stick shift in a 1948 Chevy pickup with no first gear and currently dailies his 1998 Mitsubishi Montero while daydreaming about one day finishing up that Porsche 914 project. He's written in various media since graduating from UC Berkeley in 2010 and started at HotCars in February 2018.