The previous generation Toyota 4Runner was in production for 15 years. Toyota really took their time before giving us a brand new, 6th generation 4Runner. So, was it worth the wait?
Performance
Engine – This new 2025 Toyota 4Runner does away with the old V6 but it offers two engines. The standard engine is a 2.4L turbocharged 4-cylinder while the optional engine is a 2.4L turbocharged 4-cylinder with hybrid assist. The non-hybrid engine produces 278 hp and 317 lb-ft of torque (207 kW & 430 Nm) while the hybrid version produces 326 hp and 465 lb-ft of torque (243 kW & 630 Nm). The Hybrid version can tow up to 5,800 lbs while the non-hybrid powertrain can tow up to 6,000 lbs.
Starting with the non-hybrid version, this engine produces roughly the same power as the old V6 but a lot more torque and lower down in the rpm range. This means that it doesn’t take much to get the 2,309 kg (5,090 lbs) 4Runner going. This new engine feels eager to rev, unlike the old V6. However, if the 4Runner is fully loaded with passengers and cargo, it can feel as though the turbo 4-cylinder is straining a bit when going up hills.
Thankfully, it doesn’t feel this way in the hybrid version. Thanks to the instant, and more, torque of the electric motors, the hybrid version feels as though it’s not even trying. It’s very effortless, even when it’s fully loaded. However, this is a Hybrid MAX powertrain which means that it was designed for effortless power. Not fuel savings per se. It doesn’t function quite in the same manner as the hybrid powertrain of the Grand Highlander Hybrid for example. It very rarely uses just the electric motors for propulsion. Majority of the time, the electric motors aid the engine in providing power. It’s only when the SUV is going downhill or very gently pressing on the throttle pedal to maintain a speed on city streets does this hybrid system allow the use of electric-only propulsion. Anytime the SUV needs to accelerate, the engine immediately fires up.
Fuel Economy – Although the Hybrid MAX powertrain wasn’t really designed for maximum fuel savings, the 2025 Toyota 4Runner returns better fuel consumption ratings than before. The Hybrid version is rated for 10.3 L/100km (22.8 MPG) in a city and 9.5 L/100 km (24.7 MPG) on a highway. Unfortunately, I wasn’t able to reach these numbers as I was only able to average 11 L/100km (21.3 MPG) during my time with the Hybrid 4Runner. It’s still better than the old one but it’s the same case with all Hybrid MAX powertrains that I’ve reviewed in the past. I’ve never been able to achieve their rated fuel consumption figures.
As for the non-hybrid version of the 2025 4Runner, it is rated for 12 L/100km (19.6 MPG) in a city and 9.9 L/100km (23.7 MPG) on a highway. With that one, I averaged 11.8 L/100km (19.9 MPG).
Transmission – Whether you choose a 2025 4Runner with or without the hybrid powertrain, all versions are equipped with an 8-speed automatic transmission. Like the 5-speed auto before it, the new 8-speed provides smooth gear changes. But don’t expect lightning fast gear changes. They are quick to change when compared with the older 5-speed but they’re not ZF BMW 8-speed automatic quick.
Braking – The 2025 Toyota 4Runner retains 4-piston fixed calipers on the front axle which provide the bulk of the stopping force. The brake pedal actuation is smooth and it firms up nicely the harder it is pressed. There is still a little bit of nose dive under heavy braking applications but it’s not as dramatic as the previous generation 4Runner.
Handling – One of the biggest improvements of the 6th generation Toyota 4Runner is its everyday drivability. It is more responsive, the steering is sharper, and it feels more planted through corners. By no means is this a driver’s SUV like a BMW X5, but it is much less tiring to drive than the previous generation.
Additionally, the new 4Runner retains its off-road characteristics. There are three primary off-road trims to choose from; TRD Off-Road, TRD Pro, & Trailhunter. The TRD Off-Road doesn’t quite come with all of the off-road goodies of the higher spec trims but it still has Crawl control, Multi-Terrain Select, 18” off-road wheels and all-terrain tires, locking rear differential, Bilstein shock absorbers, and part-time 4WD. Moving up to the TRD Pro and Trailhunter trims will add features such as a disconnecting front sway bar, Fox or Old Man Emu shock absorbers, underbody protection, and 33” all-terrain tires.
Comfort
Ride Comfort – Thanks to the new chassis on which the 2025 Toyota 4Runner sits on, the ride quality is good but it depends greatly on which trim of the 4Runner you choose. For example, the TRD Off-Road demo vehicle effortlessly drove through large potholes without transferring much of the shunt into the cabin. But over smaller bumps, the ride felt jittery.
On the other hand, the Platinum Hybrid Max demo vehicle comes equipped with adaptive dampers which provide a plush ride over any road surface. However, if the drive mode is switched to Sport+, then the ride becomes just as jittery as in the TRD Off-Road with its Bilstein dampers.
Interior Space – The 2025 4Runner offers a little bit more space in the cabin than before. Front occupants are treated to the most amount of space with plenty of legroom and headroom. Visibility is equally good with a tall driving position, small blind zones, and a decent view out the back. The 2nd row headrests do impede a little bit of the view but it’s not too bad. In the Platinum trim, you can get around this thanks to the rear camera mirror.
In the 2nd row, legroom for my above average height of 6’4” is adequate. My knees are digging a little bit into the back of the front seat behind my tall driving position but it’s not too bad. Better yet, the backs of the front seats are made out of soft leather instead of hard plastic so my knees would not get bruises if I had to sit back there for long. Space for my feet though is tight when the front seats are at their lowest point. Headroom is Ok and the 2nd row seats can recline for a laid back position.
This 6th generation 4Runner is available with a 3rd row but those seats are only available on the non-hybrid versions of the Toyota 4Runner. The hybrid battery takes up space in the trunk where the 3rd row seats would normally go. Sadly, the gas-only TRD Off-Road demo vehicle did not have the 3rd row option so I couldn’t test them out. But if I had to guess, they’d be very tight and should be used for emergency situations only. A proper 3-row SUV would be something like the Toyota Grand Highlander.
In the trunk, the non-hybrid variant has 1,269 L (44.8 cu-ft) of cargo space behind the 2nd row. The hybrid version has 1,206 L (42.6 cu-ft) of space due to the higher floor. The hybrid version does get a couple of small storage bins at the edge of the cargo floor. With the rear seats folded, the non-hybrid variant provides 2,381 L (84 cu-ft) of space while the hybrid version has 2,339 L (82.6 cu-ft) of cargo space. One thing to note is the abrupt transition of the cargo floor to the folded up 2nd row seats in the gasoline-only version of the 4Runner. This step is not as dramatic in the Hybrid version. Additionally, both versions get spare wheels which are located under the SUV.
Noise, Vibration, & Harshness – The cabin of the 2025 Toyota 4Runner is well put together as there were no squeaks or rattles even when I drove the SUV over rough roads. Wind noise is not too bad but road noise is prevalent, especially in the TRD Off-Road trim with its off-road tires. In the Platinum trim with more on-road focused tires, the road noise was not as bad. As for the engine, it does feel a little rough when compared to other turbocharged 4-cylinder engines. It’s also not the best sounding. At idle, it almost sounds like a diesel. In the Platinum trim, Sport and Sport+ modes introduce some enhanced engine noises through the audio system.
Odds and Ends
Pricing – The 2025 Toyota 4Runner has become more expensive than before. The 2025 SR5 non-hybrid trim starts at $54,200 CAD ($40,770 USD). This TRD Off-Road Premium trim costs $63,702 CAD ($54,970 USD). To get into the hybrid version, it’ll cost you $67,336 CAD ($51,990 USD) for the TRD Off-Road and the Platinum demo vehicle had a cost of $73,698 CAD ($62,860 USD). A fully loaded Trailhunter trim will set you back $84,201 CAD ($66,900 USD). All of these prices are without fees and taxes or dealership markups.
Gadgets – The entry level SR5 trim of the new 4Runner doesn’t provide much in the way of convenience features. In Canada, it comes equipped with an 8” touchscreen with wireless CarPlay & Android Auto connectivity, manually adjustable heated front seats with cloth upholstery, an 8-speaker audio system, bluetooth, manual air conditioning, and LED headlights.
But at the other end of the spectrum, the Hybrid Max Platinum trim is brimmed with convenience features. Some of these include heated front & 2nd row seats, heated steering wheel, ventilated front seats, leather upholstery, power adjustable front seats, a larger 14” infotainment touchscreen, a fully digital driver display, a head-up display, a power sunroof, surround view cameras, dual-zone automatic climate controls, digital rear view mirror, a 14 speaker JBL audio system, and a wireless phone charging pad.
Interior Design – The cabin of the 2025 Toyota 4Runner looks almost identical to that of the Toyota Tacoma. That’s not a bad thing though because it is easy to use. Every commonly used function has its own dedicated button or knob. There’s no need to dig through the touchscreen or try to use a capacitive touch button.
However, the interior does feel a little cheap with the amount of plastics it has. The TRD Off-Road Premium has a grey interior with a lot of surfaces having hard plastics whereas the Platinum trim has more soft plastics and leather covered surfaces. But even the Platinum doesn’t do away completely with hard plastics as the top of the dashboard and some portions of the door panels are still hard to the touch. But it is nicer to look at with the blue leather and contrast stitching.
Exterior Design – The Tacoma influence continues to the outside as the front end looks almost identical to that of the new Tacoma. Again, that’s not such a bad thing because I happen to like how it looks. The chin spoiler though does seem out of place but it’s there for aerodynamic efficiency. On the side, the 4Runner looks almost the same as the old one. Around back, the new 4Runner has taillights that are reminiscent of the BMW M2 but otherwise, it doesn’t look too bad. And of course, the rear window does drop at the push of the exterior buttons or via the switch inside the cabin.
Safety – The 2025 Toyota 4Runner is equipped with almost every safety & driver aid as standard. Toyota Safety Sense 3.0 is included in all trims and there are not too many additional add–ons as you move up in the trim levels. Some of these add-ons include intuitive parking assist with auto braking, surround view cameras, and Crawl control.
Warranty – The 2025 Toyota 4Runner is covered by a 3 year / 60,000 km basic and 5 year / 100,000 km powertrain warranty. The hybrid components are covered by an 8 year / 160,000 km warranty with the battery being covered for 10 years / 240,000 km. For more information on Canadian warranty, click here. For information on USA warranty, click here.
Conclusion – The 2025 Toyota 4Runner receives a lot of big upgrades but at a high cost. Its biggest update is its drivability. It doesn’t feel as cumbersome to drive. It’s also much more powerful thanks to the hybrid system, more efficient, a bit more spacious, and still just as off-road capable. But how reliable are the new engines and is it really worth the price that Toyota is asking for it?
Thank you to Toyota Canada for providing the vehicle. www.Toyota.ca
2025 Toyota 4Runner TRD Off-Road Gallery
2025 Toyota 4Runner Platinum Hybrid MAX gallery
