Test Drive: 2013 Toyota 4Runner Limited

Review and photos by Justin Mastine-Frost

When Toyota launched the first-generation 4Runner back in 1984, the agenda was simple: build a truck-based utilitarian SUV capable of keeping up with the likes of the Chevy Blazer, Ford Bronco, and Nissan Pathfinder. It didn’t have to be pretty, but it definitely needed to be rough-and-tumble enough to hang with the big boys when it wandered off the beaten path. Fast forward 29 years and the operating criteria for the mid-sized SUV segment is completely different. Off-road prowess has now become a bonus feature at best, whereas interior space and creature comforts have become the name of the game.

My testing of the Nissan Pathfinder was the ultimate proof of this, as it made an excellent people mover with loads of storage, but in the process it lost all of its Tonka-truck charm. As the 4Runner rolled its way into the testing schedule in Limited trim and packing all the bells and whistles, I couldn’t help but wonder if it would be the one to stay true to its original purpose.

If nothing else, Toyota has most definitely stayed true to its roots with the design of the new 4Runner. It may have gained some Hulk-like proportions over the years, but that burly woodsman styling is still alive and well. With so many manufacturers retooling their exterior styling to improve aerodynamics for the sake of fuel economy, there’s something oddly refreshing about seeing the 4Runner’s boxy frame and somewhat upright windshield.

Along with this tough-guy exterior comes a healthy 244 mm (9.6 in.) of ground clearance, full-time four-wheel drive, and a locking centre differential, among other bits of off-road gadgetry, so needless to say spending my week puttering around Vancouver’s urban jungle is out of the question. Just enough snow has melted off the mountains so after a week of playing commuter the new 4Runner is due for a proper workout.

2013 Toyota 4Runner Limited. Click image to enlarge

Once I’ve managed to heave myself up and into the passenger cabin I’m noticing that things in here are oddly familiar. The configuration is completely different, but the bulky control knobs remind me quite a bit of the Honda Ridgeline I tested back in November. This isn’t a bad thing, because my biggest gripe with the Ridgeline was the out of date user interface, which isn’t an issue with the 4Runner. It’s still not quite as up to date as the setup in the Pathfinder, but all in all the centre stack controls and multimedia interface work just as they should.

The eight-way power adjustable driver’s seat is comfortable and well bolstered, and although it came in my “favourite” shade of beige, they did a reasonable job of keeping it from looking like something out of the La-Z-Boy catalogue. As with many testers I’ve driven of late, the passenger seat adjustment is limited to four-way adjustment, which I still can’t quite wrap my head around. In a vehicle of this size it’s pretty easy to expect the front passenger seat to be used regularly, and shouldn’t necessarily be the place to cut build costs.

While scanning my way through the vast array of buttons I stumbled across two things that simply warmed my heart. First of all, Toyota decided not to do away with the nearly useless roll-down rear tailgate window, which has been a 4Runner staple for ages. I still struggle to find a real practical application for it unless you’ve overloaded the rear cargo area, but it’s still kind of neat.

The second little surprise I spotted was this peculiar little switch labeled “Party Mode”. This little gem shifts additional audio output to the rear cargo and tailgate speakers, and to quote Toyota’s press documentation, is great for “cranking up the bass and getting the party started.” Upon reading this I immediately flicked the switch and glanced around for the approaching BBQ, coolers full of beer, go-go dancers and any other signs of an impending tailgate party – which sadly never materialized.

2013 Toyota 4Runner Limited. Click image to enlarge

Bombing around town with the 4Runner before the weekend rolls around, I’m very quickly faced with the fact that this thing is still a proper truck. Built in a traditional body-on-frame configuration, every aspect of the 4Runner’s chassis dynamics reminds you that this thing is not based on a passenger car platform. The funny thing is, even with its rolling and bobbing around it’s still not half bad to drive. Because of its tall stature I’m never overly motivated to push its limits when braking or cornering, however every chance I get to climb a curb for ease of access into a parking spot I get a little giddy. The 4Runner’s one real saving grace in an urban environment is its overall visibility. Given its sheer size I was expecting to be fighting with blind spots constantly, but that wasn’t the case. Even when passing a little low-slung Scion FR-S I managed to keep tabs on it, if only by the top of its roof.

Aside from doubting the purpose of the 4Runner in an urban environment, the week has blown by without a hitch and I’m still oddly enamored with the big bad 4×4. Cargo space proved to be more than adequate for the monthly Costco run, and even with my 6’1” frame at the wheel, rear seat passengers had no complaints regarding rear legroom.

When I finally crawl on the highway en route to my favourite logging roads, my first real pet peeve about the 4Runner becomes all too obvious. Why on earth is Toyota still using a five-speed automatic? With so many car makers switching their focus to the use of six, seven, and even eight-speed automatic gearboxes (and Chrysler’s nine-speed isn’t far from arriving in the 2014 Jeep Cherokee), the five-cog unit simply makes no sense. I don’t expect Toyota to be right at the bleeding edge of technology, but I do expect them to at least try and keep up. My only fear with them changing gearboxes would be moving to a CVT unit, which has absolutely no place in a dirt-friendly SUV.

2013 Toyota 4Runner Limited. Click image to enlarge

Once I roll off the beaten path I quickly get to my required switching to prepare for a lack of traction. The odd looking rotary select knob for switching into low range and locking the centre differential is rather straightforward once you know to press the lockout in, and before I know it I’m off and crawling.

Through most of the drive the road surface was no more than loose gravel and dirt, and through steeper sections the Toyota A-TRAC active traction control did a fine job of keeping me moving. The 4Runner’s 4.0L V6 provided an adequate amount of grunt, although at times it seemed to struggle to haul its 2,111-kg curb weight. Granted, this was in rather awkward vertical climbs on a loose surface, and just about everywhere else the V6’s 278 lb-ft of torque did the trick just fine, and I wouldn’t be too quick to swap up to anything with a V8 if you’re climbing through the mountains. As much as I’d love to share an accurate example of my fuel consumption, I can’t really give a clear answer given the amount of time I spent crawling around at less than 30 km/h.

As an urban warrior, there’s no question that the 4Runner will be a tough sell. The Toyota Highlander, which is coming with all new bodywork for 2014, really has the bland soccer-mom angle covered for Toyota, and with its unibody construction makes for a more civilized, yet mind-numbingly boring ride as our friend Tom Sedens discovered last month. On the upside, having this additional step in the lineup helps the 4Runner set itself apart from the rest of the segment by not having to pander to too broad of an audience. If you want a soft urban SUV in which to do grocery runs and haul the kids around, the 4Runner isn’t for you, but if you still have that sense of adventure and want to go out camping in the back woods, haul your dirt toys around, or just bugger off into the wilderness until you run out of road, the 4Runner is right up your alley.

Pricing: 2013 Toyota 4Runner Limited
Base price: $37,990
Options: $11,095 (Limited Package 5-passenger)
Freight & PDI: $1,635
A/C tax: $100
Price as tested: $51,045

Competitors
Ford Explorer
Jeep Grand Cherokee
Land Rover LR4
Nissan Pathfinder

Crash Test Results:
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)