2010 Toyota 4Runner

What do the star ratings mean?

I hope I didn't look too much like a little girl at the petting zoo when Toyota let me drive the 2010 Toyota 4Runner for the first time. I own a second generation 4Runner named "Moose," and the prospect of driving the fifth generation 4Runner had me shifting from foot to foot. The 2010 Toyota 4Runner will arrive with base prices from $27,500 to $39,800 (depending on trim level), with a 3 year/36,000 mile basic warranty, a 5 year/60,000 mile powertrain warranty and EPA fuel economy estimates from 17 city/22 highway (V6 4WD) to 18/23 (I4 2WD). Let's drive.

Larger Exterior Photos: Front Rear

4Runner has been a success story for Toyota ever since the first generation crawled from the pickup truck swamp as a two-door with a removable fiberglass top in 1985. According to Toyota, they've sold over 1.8 million 4Runners in the vehicle's 25 year history, and more than 1.3 million of those vehicles are still on the road. There have been years when Toyota sold over 100,000 new 4Runners, but expectations for the new 4Runner are much more modest, probably between 30 and 40,000 vehicles in 2010.

If I had any complaints about the fourth generation 4Runner, they were related to the exterior design. 4Runner's fenders and bumpers had grown too muscular, too showy, and the work truck look of the second generation had been lost. The new 4Runner has shed much of the bulky appearance, leaving behind a trimmer, sleeker 4Runner that looks like an evolution of the breed in the right direction.

There's a hint of FJ Cruiser in 4Runner's taillights, and the new headlights look like they've been chopped into the hood with a hatchet. A single bar grille dresses the front with a modest Toyota longhorn logo in chrome. An integrated rear spoiler hides the rear windshield wiper, and protects the mechanism in heavy brush.

4Runner will be available in three trim levels: SR5 (base), Trail and Limited (loaded). Other than badging and standard wheel/tire combinations, there won't be much to distinguish the three trim levels from the outside. SR5 and Trail get 17" alloy wheels, while Limited rolls on 20" alloy wheels.

Larger Interior Photo

One thing that has remained constant for me from the first generation through the current 4Runner is the way the driver's seat and position just plain fit me. I get in, make a few adjustments to the seat travel, angle and height, tweak the tilt and telescoping steering wheel, and I'm at home. I get in and out of a lot of vehicles, and I've come to trust this feeling over the years -- if a vehicle doesn't feel right, there's a reason somewhere. It's usually ergonomics -- the science "concerned with designing and arranging things people use so that the people and things interact most efficiently and safely," according to Webster's Dictionary. In addition to function and interaction, it's about touch and feel, too -- are surfaces pleasant to the touch? Do switches and knobs engage solidly? For the most part, 4Runner's interior scores very highly. Everything's very solid and buttoned down. Switches and knobs are in the right places, and operate with authority. I was a little disappointed in the texture and feel of the lower dash panel on the passenger's side. Made from a very hard plastic that brought to mind recycled milk jugs, it was not as nice as the surfaces that surrounded it.

Technologically speaking, it's possible to load down 4Runner with a ton of state of the art, near luxury features, including dual zone air conditioning, DVD-based navigation, reverse camera, BlueTooth, keyless ignition, leather seating surfaces (SR5 and Limited only), and a third row of seating.

A sign of the times: 4Runner is no longer available with a V8 engine. There are now two engine choices, an 2.7 liter inline 4-cylinder (157 hp/178 lb-ft of torque) and a 4.0 liter V6 (270 hp/278 lb-ft of torque). The V6 that I drove made more horsepower than the old 4.7 liter V8 did (270 vs. 260), but with less torque (278 vs. 306). The tradeoff is worth it -- fuel economy is up, and performance is appropriately rousing, even if it's not romping like the old V8.

In the 4WD-equipped models, there are two distinct systems. A simple, center console-mounted rotary knob accesses 4WD in the Limited, and operation is intuitive. In Trail and SR5 models, the system requires a bit of learning, even for off-road experts. A traditional 4WD shift lever occupies the center console. The controls for fine-tuning the off-road functions live overhead. Switches toggle traction control and differential settings. A knob specifies terrain conditions, like Mud and Sand, Loose Rock, Mogul or Rock, adjusting throttle response and traction control appropriately. A second knob dials in Crawl Control, which allows the 4Runner to proceed at a crawling speed from 1 to 3 mph. When Crawl Control is engaged, the driver is only responsible for steering -- the vehicle handles throttle and brake, maintaining the desired speed. Engaging these functions brings up a lot of flashing lights on the instrument panel, and spurs a multi-function display to text information at the center of the dash. Once you figure out the inter-relation of the functions, controls and displays, it all makes sense.

I only got a chance to test the new 4Runner's off-road chops on a muddy road, not in a full off-road situation. But I got a sense of the robust nature of 4Runner's body-on-frame construction. I was left with little doubt that the fifth generation 4Runner will be every bit as off-road capable as previous generations have been, maybe even more. On-road, 4Runner is a big, comfortable hauler that's fun to drive, and offers a wide range of options. I like the Limited's level of equipment; but I like the SR5's price. Within that range, there's a happy medium that would satisfy most buyers.

If you're considering a 4Runner, there are several other SUVs you ought to consider as well. Nissan's Pathfinder is a direct competitor, and a good one. Ford's Explorer, Chevy's Tahoe/GMC's Yukon, Jeep's Grand Cherokee and Mitsubishi's Endeavor are all aimed at the same target. Each manufacturer manages the balance between on- and off-road prowess in their own way.

It's hard for me to consider abandoning the 4Runner family. I might wait to make my decision until I can drive the 4-cylinder model. My second generation 4Runner Moose's 3.0 liter V6 was originally rated to produce 150 hp and 180 lb-ft of torque, figures that the new I4 nearly match. The chance to improve fuel economy, yet not give up the capability that attracted me to Moose in the first place, is very appealing.

Don't worry. Moose won't wind up in the junk heap. Other SUVs may come and go, but a 4Runner is forever.