Both engines feature a cranking system that keeps the starter engaged until complete combustion is achieved, freeing the driver from holding the key until the engine turns over. This is a nice feature, and one usually associated with expensive luxury sedans.
Both engines come with a sophisticated five-speed automatic transmission. More gears means better response for any given situation along with better efficiency and this five-speed is more flexible than four-speed transmissions and better able to keep the engine running in its optimum rpm range, whether you're after power or fuel economy at any particular moment. The transmission is equipped with Artificial Intelligence Shift control, which changes gear-shifting patterns according to driving conditions and driver intent. It works well and seems to understand when you want to cruise and when you want to get with the program, and it shifts smoothly around town.
The 4Runner handles very well for a truck with a live rear axle. We drove V6-powered models over twisting back roads along the Oregon coast and found them easy to drive at a quick clip. We've also spent a lot of time in V8 versions around Los Angeles.
The suspension damping is excellent. When the road got bumpy, we could tell our truck had a solid rear axle rather than an independent rear suspension, but the 4Runner still handles more confidently than other live-axle SUVs. Rack-and-pinion steering gives the 4Runner quick response and good steering feel.
Still, the 4Runner is a truck, not a car. Rather than using unit-body construction like the Toyota Highlander and RAV4, the 4Runner is built on a separate ladder frame that features full-length box-section frame rails. Toyota also steered away from using an independent rear suspension like the one on the ladder-frame Ford Explorer. An independent rear suspension would have offered a cushier ride around town and allowed for a roomier interior, but off-road capability was a high priority for the 4Runner and that its live rear axle provides more suspension travel. In other words, if your driving consists almost entirely of commuting to work, hauling kids around and running errands, you might be more comfortable in a Toyota Highlander.
The 4Runner starts making a lot of sense when pull off the pavement. The ride quality on unpaved roads is smooth and well-controlled, which is important on long gravel treks over washboard surfaces on the way to a remote fishing spot. Well-tuned damping and progressive-rate spring bumpers are to thank here.
Rugged terrain is where the 4Runner really comes into its own, however. Lots of suspension articulation helps it traverse gullies and clamber through rocky terrain. In short, this is a great SUV for outdoorsmen who need to drive through a boulder field packing a lot of gear.
A limited-slip differential comes standard, and it helps to improve traction on slippery surfaces, important even on 2WD models. We found the two-wheel-drive models impressively capable on rugged terrain; indeed, a 2WD 4Runner is more capable off road than many all-wheel-drive SUVs. For ultimate traction, however, you do need a four-wheel-drive model; and it seems to us that if you don't need four-wheel drive, then perhaps you should not be looking at 4Runners, though it is a good highway vehicle.
V6 4WD 4Runners are equipped with Toyota's Multi-Mode shift-on-the-fly system, which incorporates both a two-speed transfer case and a Torsen-type limited-slip center differential. The driver can shift between 2WD, 4WD High, and 4WD Low. The Torsen center differential allows the use of 4WD High in all types of driving conditions, and on all types of roads, whether dry or wet or covered with snow. The system gives the 4Runner a sure-footed feel because power is applied to all four wheels. But the center diff can also be locked for military-truck-grade traction in extreme slop.
V8 4WD 4Runners use the same Multi-Mode system above, but it's a full-time system that works transparently without any driver input. A Torsen center differential distributes the power, sending 40 percent of the torque to the front wheels, 60 percent to the rear under most conditions, but changes the ratio as needed based on steering input and wheel slip. As with the V6 version, when the going gets extreme, the driver can lock the center differential with a switch.
All 4WD 4Runners come with Toyota's Downhill Assist Control, which controls the speed when creeping down steep, slimy grades without the driver intervening at all. Shift into 4WD Low, check to make sure DAC is activated, pull to the edge of the nearest precipice, take your feet off the pedals, and steer your way slowly down the cliff. Once you make the leap of faith that comes with allowing the machinery to do the work for you,Downhill Assist works extremely well and is easy to manage. DAC helps keep the 4Runner pointed in the direction you steer it, using ABS to curb the tendency for the vehicle to get sideways on steep descents.
All 4Runners come with Hill-start Assist Control (HAC), which is designed to prevent the vehicle from rolling backward or slipping sideways when starting off on a steep ascent. The system uses the brakes to stop an individual wheel or several wheels at once from spinning, quickly transferring the power to whichever wheel or wheels have the best grip, whatever it takes to keep 4Runner running forward.
The optional rear air suspension, which automatically adjusts the ride height according to the vehicle load, offers improved ride and performance when towing or hauling heavy loads. Hook up your trailer and the system will immediately compensate for the added tongue weight, raising the rear end back up to the level where it was before you hitched the trailer. This feature is also useful in really rugged terrain; the driver can manually raise the rear suspension to improve the rear departure angle when traversing a gully.
X-REAS, which is standard on the Sport and optional on the Limited, improves handling dynamics on the road with no compromise in off-road articulation or travel. X-REAS reduces the tendency of the vehicle to bob up and down in corners and improves handling by damping body pitch and roll. We compared 4Runners with and without the system and it really works, improving stability when driving hard through a 50-mph sweeping turn.
Anti-lock brakes (ABS) with Brake Assist and electronic brake-force distribution (EBD) come standard on all 4Runners. The four-channel ABS prevents the wheels from locking under severe braking, improving driver control. The 4Runner's ABS uses an off-road algorithm to improve stopping performance in slippery conditions, a great feature. EBD automatically balances the braking force front-to-rear for shorter stopping distances. Brake Assist helps a driver who may not be pressing the brake pedal hard enough during an emergency stopping situation by maximizing braking power regardless of the force on the pedal. Overall, we've found the 4Runner's brakes worked well.
The 4Runner's fuel tank was specifically designed for off-road use. The tank is plastic, offering better protection against corrosion, rust-through and connection leaks. Yet the plastic tank is armored by a steel case for protection against debris kicked up by the tires, or against the rocks off-highway enthusiasts might encounter. Next Page