2025 Toyota 4Runner quick spin: I think I get the 4Runner now

The Toyota 4Runner for 2025 is properly new. It’s built on a new platform. It’s built with new powertrains. It’s new new. Which is a signifiant change from the last-generation 4Runner that was more or less than same vehicle for a decade and a half. Being that — let’s call it seasoned — does have some advantages, especially in the reliability department. So something totally new does bring a new set of challenges.

Toyota recently held an event at its Research and Development center outside Saline, Michigan for me to get a quick look at the updated 4Runner. For the purpose of the morning, I wanted to make sure I had a higher-spec model with the i-Force Max hybrid setup. That led me to the Trailhunter (not to be confused with Trailseeker, that’s a Subaru… actually that’s a Toyota, too).

At $68,350 it is most certainly not cheap, but it is the top-of-the-line model and comes with everything an off-road cosplay enthusiast would want in a vehicle.

The 2.4-liter turbocharged hybrid powertrain makes 326 horsepower and 465 lb-ft of torque. That’s an improvement of 56 horsepower and 187 lb-ft over the previous-generation truck. It’s also a combined 6 mpg more efficient than the outgoing model. That’s thanks to the hybrid system and a proper 8-speed automatic transmission, even if the curb weight is up on the new model.

That means that not only can the new 4Runner easily get out of its own way, you shouldn’t need to stop to refuel as often.

Around town ride quality is excellent for a body-on-frame vehicle. In fact, I think it might have the best ride quality of any body-on-frame vehicle that has three rows. While the steering sometimes still reminds you that it’s a truck platform, the ride is smooth and sophisticated. It’s similar on the other models I sampled (including the TRD Pro with Fox Racing dampers), but I’m sure some of the credit is to the Old Man Emu monotube shocks with end stop control and rear piggyback reservoirs.

What’s interesting about the shock absorbers here is that on the TRD Pro, the Fox dampers are adjustable with an internal bypass with the external reservoirs. TRD Pro models are geared towards high-speed off-roading, where the dampers can heat up quite quickly. It’d be interesting to a do a proper side-by-side test someday, but I digress.

Both the TRD Pro and Trailhunter models have a stabilizer disconnect, though none of my driving this day required that.

On the highway the new 4Runner is incredibly quiet for a body-on-frame off-road focused vehicle. The most noise in the cabin comes from the air intake near the front passenger window. It sounds like the window isn’t sealed properly, and while it can make some cool noises, I’m not sure how I’d feel about it on a longer journey. It can’t be turned off or disabled, because it’s a real intake sucking in real air. Unlike battery-electric vehicles, engines need air to function.

The Trailhunter uses steel underbody protection with rock rails, and there’s even an onboard air compressor to help you air back up after a trail ride. The front Rigid fog lights can either be in amber or in white, and there’s an LED light bar that works with the high beams when you’re off-road. A special ARB roof rack also rounds out the Trailhunter package.

There’s no sunroof on the Trailhunter like the TRD Pro, but the Trailhunter feels like an even more specialized package. I do like the exhaust note of the TRD Pro a little better, because it’s using a different exhaust, but if I’m thinking of a post-apolocalyptic scenario I’m stealing the Trailhunter from the local Toyota dealership before I’d steal the TRD Pro.

The better ride, the better fuel economy, and the better driving dynamics make the updated 4Runner very appealing to me. It’s not enough time to get a full review, but I like what I see so far, and I think that regardless of model you choose, you’ll be happy in the new 4Runner.