2025 Toyota 4Runner Limited review: improved, but is it enough?

The new 4Runner is finally here

2025 Toyota 4Runner Limited review by The Road Beat

Words and pictures: Mitchell Weitzman

Granted, this example is not the most ideal 4Runner available—perhaps the most uncharacteristically sedated 4Runner available—but the latest and long-awaited upgrade falls flat. New in nearly every possible way, there are areas where it is leaps and bounds better than its geriatric forebear. Yet in its quest to be a more appealing everyday SUV option, there is no standout greatness to be found here in this Limited trim at least. For now, a more representative evaluation of a proper TRD or Trailhunter model will have to wait.

Picks

A fundamental issue with the 4Runner is that even its best parts are all somewhat relative. While better than any 4Runner before it in many areas, this Limited isn’t aimed at the off-roading crowd, which means it's not the most traditionally accurate portrayal. As a result, if drivers of a 4Runner Limited have no off-roading aptitude, then it should be compared to modern contemporary crossovers like the Kia Telluride or Toyota’s own Grand Highlander rather than a hardcore brute. Take these plus points with a grain of faulted salt is what I'm saying.

That said, if you’re coming from a previous 4Runner or another older Toyota SUV, you’ll think the new 4Runner is an absolute delight inside. With its leather-trimmed interior dressed in a rich shade of saddle brown, a large central screen, and modern, crisp cameras all around, you might think this is a luxurious SUV—for a 4Runner. There’s also good news out back, with the return of the beloved downward-sliding rear window.

Under the hood is a turbocharged four-cylinder engine, also found in the new Tacoma. This 270-horsepower unit packs a newfound wallop and energy when accelerating. Torque is 317 an available all from under 2,000 RPM. An eight-speed automatic replaces the ancient five-speed, and with a strong midrange, the responsive transmission does well to keep you in the meat of the powerband at all times. It’s not a rocket ship, but 0–60 MPH takes a hasty enough seven seconds flat, and at no point does the 4Runner feel like a turd, which it certainly did before. Towing is an impressive 6,000 pounds, owing thanks to its robust chassis architecture.

I like the steering, too. It combines decent weight with accuracy that makes for easy, relaxing driving on longer hauls. This also allows for a level of precision never before found in a 4Runner on winding country roads. The modern lateral grip is now in line with other SUVs, helped by a predictable balance to the handling that means you can easily make up lost time in the twisties. Compared to something like a Jeep Wrangler, the 4Runner is a Lotus Elise in the corners.

It’s also more economical than previous 4Runners—but more on that later.

Both a newcomer and rival is the Honda Passport Trailsport, which has also been redone for the new model year with a bold new look that gives Defender vibes. Fortunately for the Toyota, and unfortunately for the Honda, the latest Passport Trailsport falls apart in the engine department, lacking any flexibility and guzzling gas to the tune of just 18 MPG. Further, it also has horrendous throttle response when leaving a stop. While a struggle to pull away cleanly and smoothly, it was when I hopped back into a 4Runner for a drive that revealed just how intuitive the Toyota felt to just breathe on the throttle and just go, and go smoothly and swiftly at that.

Nicks

Now for the drawbacks—ones that aren’t relative to past 4Runners, but are direct strikes when competitors in today’s crowded SUV market are considered.

The interior may be nice for a 4Runner, but this Limited falls below the standard set by similarly priced SUVs like the Kia Telluride or Mazda CX-90 in material quality. On top of that, there’s a disaster-class clash of textures and finishes inside, including fake rivets on the volume knob, weird geometric patterns, a poor impression of carbon fiber, and even more contradicting materials surrounding the knobs. It feels like a design-by-committee gone rogue—“Let’s just do them all.” Even the tailgate features another texture catastrophe that is outright distasteful.

For an SUV measuring 195 inches long, rear legroom is shockingly unimpressive—no better than a RAV4’s—and the rear seats themselves are flat and uncomfortably firm. On a recent two-hour drive to Livermore with two adults in the back seat, we stopped after only an hour when both rear passengers complained about how awful the seats were. It’s more of a crappy park bench, really.

Compounding the comfort issue is a ride quality that’s abysmal by modern standards, jiggling at a high frequency on even slightly rippled roads. If you get car sick easily, this is not the vehicle for you, and my friend just about nearly did. Yes, the stiffness might be a tradeoff for its 6,000-pound towing capacity, but some American SUVs can tow nearly double that while riding like magic carpets by comparison. You might also assume it’s a tradeoff for off-road prowess—but this Limited isn’t even the off-road model. It’s supposed to be the luxury one, yet it rides like a jackhammer over imperfect pavement.

Up front, you'll find there are over nine inches of ground clearance, but it’s completely neutered by a low-hanging front air dam that will easily crunch on modest rocks and dips. This can also be explained by the terrible 18-degree approach angle rating, which is less than a RAV4.

Another issue I’ve noticed in the latest Toyotas: overzealous safety systems. Often tugging at the steering wheel before necessary or when it's plainly not needed, they seem to be regressing and are too intervening. On one drive home in particular, while passing a U-Haul on a sweeping freeway bend, I ended up fighting the 4Runner to keep it from steering into the truck. For whatever reason, it applied hard rightward steering input despite me being centered in my own lane. It wanted to trade some paint NASCAR-style.

I said earlier that the engine is leagues more powerful and usable than before, but does that really matter when it's now a grouchy and unpleasant-sounding and coarse four-cylinder? Worse yet, I averaged a dismal 20 MPG in tame daily driving, and only 21 MPG on that highway-exclusive Livermore route that also featured zero traffic. I'm sorry, but isn't downsizing supposed to mean good economy and not simply better? V6 engines can easily get the same or better mileage than this 4Runner, so what on earth is the point of this thrashy four-cylinder in such a big car?

While the new engine is undoubtedly more powerful and usable than before, does that even matter when it’s a grouchy and unpleasantly coarse four-cylinder? Despite the engine downsizing, I averaged a disappointing 20 MPG in tame daily driving, and only 21 MPG on a highway-exclusive Livermore route with zero traffic. Plenty of V6s can match or exceed this mileage—so what’s the point of a thrashy four-cylinder in such a big SUV then?

Better options for mall crawling

There’s no shortage of alternatives to the 4Runner Limited, and besides, if you’re considering this trim, odds are you’re not all that concerned with off-roading anyway. So if you’re shopping for a cushy, family-friendly SUV, you’ll find a myriad of better options right now. Toyota’s own Highlander and Grand Highlander offer more space, better comfort, and don’t make you nauseous on bad roads. Plus, they’re available with economical hybrid powertrains if you're concerned with mileage.

The standouts of the segment? The gorgeous Kia Telluride and the elegant Mazda CX-90. Both offer far more luxury, improved dynamics, and better all-around refinement. Then again, they don't have the same cool-cache as the name 4Runner carries. There is also a hybrid 4Runner now, called the i-Force MAX, but that doesn't actually seem to improve economy after trying the engine in a Tacoma. The one rival that falls short to the new 4Runner is the previously mentioned Honda Passport Trailsport, which while has legit off-road ability, suffers in the engine and drivability departments.

The Limited trim tested here may very well be the worst of the 4Runner lineup. With a price tag creeping toward $60,000 and no real off-road credibility to redeem it, it’s the unfortunate sheep of the family. After a week and using it just as a normal vehicle like prospective buyers would, I found it excels at nothing and falls short in far too many ways. I can only hope to test a more traditional, rugged 4Runner next—preferably off-road, where it naturally belongs (once you remove that stupid front air dam).

2025 Toyota 4Runner Limited

Price as-tested: $58,850

Pros: Powerful new engine; Vastly improved handling

Cons: Poor back seat; Still poor economy

2025 Toyota 4Runner Limited basic specifications

Powertrain & Performance

• Engine: 2.4-liter turbocharged inline‑4

• Horsepower: 278 hp @ 6,000 rpm

• Torque: 317 lb-ft @ 1,700 rpm

• Transmission: 8‑speed automatic

• Drivetrain: Full‑time 4WD

• Towing Capacity: 6,000 lbs

• Real world MPG: 20

• Fuel Tank Capacity: 19 gallons

Dimensions & Weight

• Overall Length: 195 inches

• Width: 78 inches

• Height: 73 inches

• Wheelbase: 112 inches

• Ground Clearance: 9 inches

• Curb Weight: Approx. 5,000 lbs

Interior & Seating

• Seating Capacity: 5 (optional third row on non-hybrid models)

• Cargo Volume (behind 2nd row): 48 cu ft

Wheels, Suspension & Exterior

• Wheels / Tires: 20″ alloy wheels with P265/55R20 tires

• Suspension Setup: Independent front, live rear axle with coil springs; adaptive variable suspension (AVS) standard

Infotainment & Connectivity

• Display: 14‑inch touchscreen multimedia system

• Audio: Premium JBL 14-speaker system with removable Bluetooth speaker

• Connectivity: Wireless Apple CarPlay and Android Auto, wireless charging pad, USB‑C ports, hands-free power liftgate

Safety & Driver Assistance

• Safety Suite: Toyota Safety Sense 3.0 (adaptive cruise control, lane tracing assist, proactive driving assist, emergency braking, lane departure alert, road sign assist)

• Cameras & Sensors: Surround-view camera, front/rear parking sensors, backup camera with washer, auto brake assist

• Airbags: 8 total (including driver/passenger knee airbags and full-curtain coverage)

Warranty

• Warranty: 3 years / 36,000 miles basic; 5 years / 60,000 miles powertrain