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Forbes
23-04-2025
- Automotive
- Forbes
Test-Driving The 2025 Toyota 4Runner
The 2025 4Runner is a certified rock star, getting attention everywhere I rolled during its week's test. I even came out of the library one day and a pack of dude-bros were kvelling over its tough flanks, sturdy tires and can-do flavor. It also drives as well as it looks. Assorted 4Runners 2025 introduces a redesigned platform, enhanced powertrain options and delivering a 'more modern interior.' Its hybrid powertrain is now available across various trims, including the TRD Off-Road, TRD Pro, Trailhunter, and Platinum models. My tester was the Limited. 2025 Toyota 4Runner2 It looks both rugged and dressed for dinner, suitable for the mud and out to the club, or just a pleasant outing on a weekend. What I particularly liked about the body is how, as your eye moves back to front, you see each element is consciously designed - there isn't any wasted space. It's got an in-your-face grille, muscular wheel arches and a more aerodynamic profile. Like its body, the interior of the 2025 4Runner is both functional and upscale. The dashboard now includes a 14.0-inch touchscreen (optional on some trims). All models come equipped with wireless Apple CarPlay and Android Auto. The digital gauge cluster is standard on all but the base SR5 model, which features a 7.0-inch display. Additionally, there's a wireless phone charger, multiple USB-C ports, and a digital rearview mirror on higher trims. Comfort-wise, it's on point. Soft-touch materials, ventilated front seats, and a panoramic sunroof make it a pleasant cockpit for long distances. Visibility was average - the right rear headrest and the position of the C-pillar obscured my view initially, but I got used to it. 2025 Toyota 4Runner Under the hood, you have a wide choice in powertrains - Hybrid EV, Plug-in Hybrid EV, Battery EV and Fuel Cell EV. My trim was the Limited, so I had the I-FORCE 2.4-liter turbocharged four-cylinder engine producing 278 horsepower and 317 lb-ft of torque, paired with an 8-speed automatic transmission. Pricing for the 2025 4Runner starts at around $42,000, with hybrid models beginning around $53,440. Top-tier trims like the Trailhunter and TRD Pro can reach up to $68,350, depending on options and configurations. My Limited trim starts at $57,400, $62,740 with all options and destination charge. 2025 Toyota 4Runner On the road, the 2025 4Runner feels solid and sturdy, with responsive but not outstanding handling, and it groans a bit when you give it the gun. It's not really a vehicle where one gets a thrill out of cornering, body roll and blastoffs. But it holds the road, it's easy to park and does what it does well. Having tested some of the most ferocious off-roading vehicles, I find the 4Runner isn't so over-the-top. You'll enjoy your off-roading but you'll need to be cautious as well. If you really want the ability to mash it, look at the Land Cruiser. But for the casual weekend off-roader, this is ideal. It can also handle towing, within reason. Despite the small engine, the 4Runner only got about 21 MPG city/highway combined. There's also no getting around the dinky engine when you try and pass - and it takes a bit. Toyota's Safety Sense 3.0 suite is standard across all trims including features like adaptive cruise control, lane departure alert, and pre-collision systems. Higher trims also offer additional safety technologies such as a digital rearview mirror and enhanced parking assist systems. Conclusion: Despite beefs, the 4Runner remains one of the best all-around vehicles from one of the most reliable manufacturers.
Yahoo
04-04-2025
- Automotive
- Yahoo
Family-Truckster Showdown! 2025 Ram 1500 vs. Ford F-150
Automakers love rolling out new flavors of pickup that offer surprising amounts of off-road capability—Trailhunter this, Tremor that—but the vast majority of trucks are more humbly optioned, which is important when even basic models are pushing into the $50,000-and-up range. To that end, we decided to pit two lower-trim pickups against one another. Both the 2025 Ram 1500 Big Horn and the 2025 Ford F-150 XLT offer plenty of truckish charm, but when it comes to typical daily use and livability, only one will earn the title of family truckster supreme. With both trucks carrying only mild levels of off-road equipment, our two test trucks are damn near anonymous in today's sea of cargo-bed-adorned rigs. Both trucks are set up for an ideal mix of work and leisure—most notably, their tires offer tons of sidewall, skipping the low-profile, big-wheel-tiny-tire aesthetic that plagues many modern vehicles (and tends to ruin ride quality in the process). The Ram's front end is bulkier and more brutish, its chromed maw opening wide enough that you might mistake it for a heavy-duty Ram 2500 model. The Ford opts for a darker, chrome-free face, though the door handles and various trim garnishes make up for that lack of forward-facing shiny stuff. Even though these aren't the hardcore off-road trims, both trucks ride high and require a big step up to climb aboard. The F-150 XLT comes standard with side steps when outfitted with its optional hybrid powertrain (they're part of a $1585 package otherwise), whereas Ram wants at least $695 for 'em on the Big Horn no matter what's under the hood. The cleverest bit of any pickup truck's exterior is the tailgate, where engineers have designed all sorts of new ways for a thing to open. Our Ram's $1095 multifunction tailgate has a 60/40 split that lets the tailgate open to the side, adding a bit of versatility. The $635 Bed Utility package on our F-150 XLT, however, only features a tailgate step and work surface; if you want the trick Pro Access tailgate, you must move to a more expensive trim. That's annoying. Inside, the Ram's crew cab feels just a bit larger, but both cabins are sized to rival a big-city studio apartment. Ford's struck us as more user-friendly. Both test examples were equipped with their largest-available screens. The Ford's horizontal layout allows for a clean swath of physical controls beneath the display, while the Ram's vertical setup offers more onscreen flexibility with less (and more frustratingly arranged) switchgear. We prefer the Ford's column shifter to the Ram's shift... dial? Knob? The Ram's cluster also features real-deal gauges, whereas the Ford's is entirely digital. If you need the ultimate in cabin flexibility, both the XLT and Bighorn can be had with a 40/20/40 split front bench seat. Our F-150, however, came with buckets. We like the Ram's seating for six. We wouldn't recommend adults occupy the front middle for long stints—unless you like controlling the touchscreen with your knees—but kids will love it. Plus, a quick pull of a vinyl strap drops down the middle seatback, converting it to a standard center console. With both vehicles optioned as near-entry-level trucks, the Ram's interior fit and finish puts it ahead of the Ford. The Ram offers more variety and quality in its hard- and soft-touch materials. Why stick with stock? Both trucks seen here come equipped with optional powertrains. For the Ram, that means moving from the standard Pentastar 3.6-liter V-6 to the Hurricane twin-turbo 3.0-liter inline-six, a $2695 upgrade that boosts output to 420 horsepower and 469 pound-feet of torque. An eight-speed automatic is the only transmission on offer. The Ford, on the other hand, offers a wider variety of powertrain options. A twin-turbo 2.7-liter V-6 is standard, with a twin-turbo 3.5-liter V-6 and a naturally aspirated 5.0-liter V-8 as interstitial upgrades. But our test truck came wielding the range-topping PowerBoost hybrid setup, which pairs a twin-turbo 3.5-liter V-6 with an electric motor for a combined output of 430 horsepower and 570 pound-feet of torque, mated to a 10-speed automatic. It's pricey, though, at $3560, and it also mandates springing for at least the $1585 Equipment Group 301A. Despite the hybrid hardware, the F-150's 5631-pound curb weight is slinkier than the Ram's 5765-pound weigh-in. But the two prove nearly evenly matched at the test track. The Ram starts out ahead of the Ford, snagging victory in the sprint to 30 mph (1.6 seconds versus 1.8) and 60 mph (4.8 seconds versus 5.0). But then the Ford pulls ahead, beating the Ram to 100 mph by 0.8 second and winning the quarter-mile by 0.1 second and 2 mph. The PowerBoost also bests the Ram in our 5-to-60, 30-to-50, and 50-to-70 acceleration tests. HIGHS: Gutsy-thrifty hybrid powertrain, responsive steering, superior No bench seat in the hybrid, more rear-end jostle than the Ram, interior feels a little An around-town truck that's rewarding to drive in most every situation. The Ford's lower curb weight also pays dividends in braking: At 185 feet, the F-150 required a shorter distance to stop from 70 mph than the Ram, which needed 196 feet despite having larger brake discs. The Ford also had more grip, maxing out at 0.76 g against the Ram's 0.72-g result. Though, to be fair, our Ram was wearing Falken WildPeak A/T all-terrain tires, while the Ford wore more street-friendly Michelin Primacy XC rubber. Both trucks feature 30-plus-gallon fuel tanks, which means total range figures in excess of 500 miles, more than the average bladder can handle. During our evaluation, both trucks managed a not-so-great 16 mpg observed. But in our 75-mph highway fuel-economy test, the F-150's 20-mpg result bested the Ram's 18 mpg, with both falling short of their EPA estimates, the Ford by 4 mpg and the Ram by 6 mpg. Most of that delta largely comes down to tire and mirror choice. This comparison wasn't about extracting every inch of usability from these trucks; instead, because they serve all parts of the work/play spectrum, we gave them a more holistic workout, paying attention to how these vehicles function more as daily drivers. The Ram 1500 proved the cushier of the two, though Ram may have taken that softness a bit too far. Yes, its optional four-corner air-spring suspension ($1995) soaked up nearly every bad road condition Michigan threw at us, while Ford doesn't offer air springs at all. But the Ram driver also feels disconnected in a bad way: The steering is too light for our tastes, and the pedals feel mushier than the Ford's. We felt more body roll in the Ram too. The air springs' ability to alter the ride height could be helpful when towing or hauling with a full bed. But in ordinary driving, the Ram's chassis setup may come off as too aloof. HIGHS: The king of shock absorption, great interior fit and finish, smooth Skip the towing package for pure daily driving, less user-friendly infotainment, too light on A solid contender, especially when truck stuff happens often. By comparison, the F-150 felt a little more truckish over the road, which we appreciated in this instance. Its front coil- and rear leaf-spring setup retains more feeling underfoot, giving us a better idea of what's happening closer to the road. Everything from entering corners to braking feels more natural and predictable, and Ford does a commendable job of retaining a good bit of shock absorption. Though not as overtly plush as the Ram's, the Ford's ride never devolves into an unladen jiggly mess. The F-150's steering is slightly heavier and more direct, helping the Ford feel smaller than it is, which is good for navigating tighter confines like parking lots. Speaking of squeezing into tight spots, we'd recommend daily drivers skip the Ram's $1345 Trailer Tow Group package, which mandates massive manually folding tow mirrors that all but eliminate front-corner visibility, making this 1500 feel like a 3500 and turning everyday maneuvers into a major pain. Ford has similar tow packages, but you aren't forced to spec Dumbo-ears mirrors. A full-size pickup's high front end already makes for difficult forward visibility, and you don't want to make it any worse. Ford's tow-option solution is more versatile, and that little dip designed into the F-150's front windows also is a huge visibility helper. Both trucks have a healthy smattering of options, but the Ford's $65,940 as-tested price managed to sneak in below the $68,320 Ram. The F-150, with its PowerBoost hybrid powertrain, proved better at top-end performance and delivered better mileage on the highway (where hybrids are at their least efficient) while somehow weighing less than the Ram. The Ford's coil- and leaf-spring suspension gave us better around-town driving confidence at the expense of some ride quality. The Ram's softer setup feels more luxurious when you're wafting down the road, but we didn't like how devoid of feel the end result was. Considering how often a family truck will be driven unladen, dynamics remain a pivotal part of the conversation. This was a close one: These are both good trucks, and your money isn't going into a firepit no matter which way you go. In the end, our winner walked away from a knock-down, drag-out fight with a one-point margin of victory. In these specific testing conditions with these specific trims, we determined that the F-150 provided better daily-driving dynamics and a more cohesive package at its price point. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
Yahoo
23-02-2025
- Automotive
- Yahoo
Why the 2025 Toyota Tacoma TRD Pro is the coolest midsize truck
Toyota's mid-size truck dominates the market, outselling the competition for the past 20 years. A lot of credit goes to the undeniably awesome range-topping TRD Pro model, which touts a ton of off-roading gear and cosmetic upgrades that make it the truck you really want, even if it isn't necessarily the one you can afford. The TRD Pro's been around for a while, but we think its coolness still beats out the of trucks come with off-roady bits from the factory, but the newest TRD Pro comes with all of the off-roady bits. It gets adjustable FOX coilovers and shocks, a lift of an inch in the front and half an inch in the rear, Rigid LED fog lights, and a front light to emphasize the truck's willingness to adventure. View the 8 images of this gallery on the original article Toyota didn't stop the tweaks there, though. 18-inch TRD Pro wheels and 33-inch all-terrain tires offer a serious aesthetic upgrade and grant some additional ground clearance and better traction on less-than-paved surfaces. A front skid plate, old-school Toyota grille badging, a high-clearance front bumper, and a steel ARB rear bumper all add up to a truck that has some serious curb appeal. Even if there isn't a curb for miles. The TRD Pro receives a small selection of factory performance parts that you won't see on other trucks, either within or outside the Toyota family. While it lacks the snorkel intake that the Trailhunter model gets, it does enjoy a factory cold air intake system and a black-painted cat-back performance exhaust that gives the truck a little bit more growl and enhances the performance of performance, that's another reason the 2025 Toyota Tacoma TRD Pro is a cool choice in its segment. There aren't that many hybrid trucks around, with the Ford F-150 and Toyota Tacoma TRD Pro being two of the few available options. The TRD Pro's hybrid powertrain makes 326 horsepower and 465 pound-feet of torque, an increase of 48 horsepower and 200 pound-feet of torque over the last generation model's naturally aspirated V6. The jury's still out on long-term reliability, but we think that's a certifiably cool amount of performance gains. You don't get to see the outside of the truck when you're driving, so the coolest midsize truck needs to have an interior that matches, right? Rest assured that Toyota delivers. Unique TRD Pro-badged 'IsoDynamic Performance Seats" tout heating, ventilation, and red contrast stitching, but their most defining feature is a pair of shock absorbers that offer better lateral and vertical motion when the going gets rough. They're basically a set of off-road seat the camo-draped inserts throughout the cabin aren't really my style, they still give the cabin a sense of occasion. Much more agreeable are the red accents adorning the top of the steering wheel, gear selector, engine start button, and dash badging. Red TRD lettering on the bottom of the steering wheel reminds you of what you're driving and matches the contrast stitching on the dash, door panels, and center console. The 2025 Toyota Tacoma TRD Pro has more competition than its previous generations, and its rivals are better trucks than they've ever been. In fact, you wouldn't have to look far to find one that tows more, costs less, or makes more power. But you won't find a truck that's cooler or that offers a more complete package than the top-dog Tacoma. Love reading Autoblog? Sign up for our weekly newsletter to get exclusive articles, insider insights, and the latest updates delivered right to your inbox. Click here to sign up now!
Yahoo
30-01-2025
- Automotive
- Yahoo
Toyota 4Runner Trailhunter is one heck of an off-road rig
The Toyota 4Runner has been one of the automaker's staple SUV offerings since the first generation in 1984. The sixth generation was revealed in April 2024 with nine total trim levels, six of which came from the previous generation and three completely new ones. At the top of the trim tree sits the Trailhunter, the most expensive 4Runner available, and the model's overlanding-focused the Trailhunter's list of features are 18-inch bronze wheels wrapped in 33-inch Toyo all-terrain tires and ARB's Old Man Emu (OME) 2.5-inch forged shocks with rear external remote reservoirs. Together, these raise the 4Runner by 2 inches in the front and 1.5 inches in the rear, allowing for more off-road prowess than the SUV's other trims. Other features to aid in your off-road adventure include an ARB roof rack, a Stabilizer Disconnect Mechanism (SDM), which allows you to remotely disconnect your sway bar, a Multi-Terrain Select (MTS) system, and Crawl Control (CRAWL) to make sure no rock stands in your for aesthetics, the 4Runner Trailhunter can be clad in Ice Cap (white), Gray (Underground), Black, or my favorite, Everest (green). Exterior details include the "Toyota heritage grill" with bronze 'TOYOTA' lettering, an integrated 20-inch LED light bar, and RIGID color-selectable LED foglights. The 5-seater interior largely retains the same features of the standard 4Runner but gets Mineral SofTex-trimmed seats with yellow stitching so all passengers remember they're riding in something special. Various bronze accents throughout the cabin serve as callbacks to the Trailhunter's bronze wheels. The Trailhunter doesn't skimp out in terms of cargo room either, featuring 47.2 cubic feet of cargo space behind the rear seats and 89.7 cubic feet with the second row folded down. Under the hood is the more powerful i-FORCE MAX 2.4L turbocharged hybrid I4 mated to an 8-speed automatic transmission, putting out a combined 326 hp and 465 lb-ft of torque. Off-road chops include an air intake for the engine, part-time 4-wheel drive, and an electronic locking rear differential. If you've got a trailer to tow to the campsite, the 4Runner Trailhunter features a 5,800-lb. towing for price, well, you certainly get what you pay for. The Toyota 4Runner Trailhunter has an MSRP of $66,900, the same as the more high-speed desert runner that is the TRD Pro. With an estimated MPG of 23 city, 24 highway, and 23 combined, you might end up paying a little more in gas bills, too. The Toyota 4Runner Trailhunter is not only capable and spacious but damn attractive in that Everest shade of green with the OEM bronze wheels. Its off-road chops should also make it a welcome companion for the trails or any other non-paved adventure. Of course, all of that comes with a hefty price tag, but if you're willing to open up your checkbook, you'll get an SUV that is just as happy for everyday around-town errands as it is tackling rocky terrain with fellow off-roaders. Love reading Autoblog? Sign up for our weekly newsletter to get exclusive articles, insider insights, and the latest updates delivered right to your inbox. Click here to sign up now!
Yahoo
28-01-2025
- Automotive
- Yahoo
2025 Toyota 4Runner Is Finally Here for Your Next Adventure
The sixth-gen Toyota 4Runner is finally in showrooms now, after 15 years of the fifth-generation model. It comes with your choice of two powertrains: a 2.4-liter turbo four-cylinder and a 2.4-liter turbocharged hybrid. Prices range from the low 40s to the upper 60s. If you've been waiting for a new 4Runner from Toyota, you've been waiting a long time—15 years if you started off when the last one, the Gen V, came out. Well, your wait is up. Behold, the all-new sixth-generation 2025 Toyota 4Runner. And while it is all-new, it shares almost everything with the Land Cruiser and Tacoma pickup. No problem there—those are both solid rigs. Almost every car, truck, and SUV maker shares componentry, and this componentry isn't bad at all. It rides on a body-on-frame chassis powered by your choice of gas or hybrid powertrains. If some complained that the previous 4Runner didn't have enough power and torque, the new model addresses that with an i-Force 2.4-liter turbo making 278 hp and 317 lb-ft of torque. The i-Force Max hybrid offers 326 hp and 465 lb-ft. And if mileage was a concern for the previous I4, depending on configuration the new 4Runner returns with an EPA-estimated 19 mpg city/25 mpg highway/21 mpg combined in 4WD to a maximum 20/26/22 mpg in base 2WD trim. Your mileage will vary all over the map. And that's where you'll be able to go. The 4Runner isn't one of those poseur crossover utilities based on a Camry or Corolla or whatever car bodies remain. It is and always has been designed for serious off-roading. Unless you're planning some serious off-roading, stick with a Crown Signia. With a standard eight-speed automatic transmission (no CVTs here), you will get the power down in two- or four-wheel drive. With a total of nine models to choose from, there will be something that suits your needs among the 4Runners. The top-of-the-line model, in my opinion, is the Trailhunter, and it comes with the most equipment to conquer the most challenging trail. The Trailhunter comes with the i-Force Max hybrid powertrain, the setup with 326 hp and 465 lb-ft of torque. Trailhunter includes standard Old Man Emu shocks (Old Man Emu suspension systems by ARB are 'designed for superior performance, comfort, and durability,' says ARB), a low-profile high-mount air intake (which may or may not look kinda silly), and 33-inch Toyo tires with 18-inch bronze-finished rims (that'll be scraped up after your first 400 feet of genuine rock stomping). There's also an on-board air compressor and distinctive exterior features like RIGID Industries color-selectable LED fog lamps, an ARB roof rack on a roof that can hold up to 770 pounds, and even a bronze-colored 'TOYOTA' heritage-inspired grille with an integrated LED light bar. Both Trailhunter and TRD PRO models ride on 265/70 tires on 18-inch rims, which are a good combination for not only off-highway rock-hopping but comfort on-road, too. Both also have 33-degree approach angles, 24-degree breakover angles, and 24-degree departure angles, meaning you can crawl over just about anything that gets in your way. Those top models are priced in the mid-$60,000 range, depending on how you spec them. But you can get a competent four-wheeler at the lower end of the 4Runner spectrum, too. The entry-level SR5 2WD comes standard with an automatic limited-slip differential (Auto LSD) that will get you into and out of almost any situation. The entry-level SR5 starts at just over $42,000 depending, again, on how you spec it out. And you can spec these all kinds of ways across those nine model lines, almost all of which are capable and competent on any surface. For instance, the 4Runner's four-wheel-drive models have an electronically controlled two-speed transfer case with high/low range along with Active Traction Control (A-TRAC) and an automatic limited-slip differential. An electronic locking rear differential is standard on TRD Off-Road, TRD Pro, and Trailhunter grades. The Limited is offered with an available full-time four-wheel-drive system with a center locking differential on i-Force Max models, while this setup is standard on Platinum grades. How does it all work? I got to try out several 4Runners on a variety of motocross dirt tracks in the SoCal desert east of San Diego. With a twist of the drivetrain selector, I was in 4-wheel low in seconds and began creeping along on steep whoopdeedoos meant for flying dirt bikes. When the windshield filled with blue sky, I switched on the forward-facing camera to see which way to turn. For steep downhill or uphill stretches there was Toyota's Crawl Control, which maintains the throttle and grip like a low-speed cruise control. The only fault I noted was that over a slightly higher-speed dirt course where I wanted to hang the tail out like Ivan Stewart, I found the traction control intervening all too easily. More time playing with the Drive Mode Select knob, which changes between available modes allow the driver to change the settings of the drive force, suspensions, steering system, etc., might have sorted that out to my satisfaction. Standard drive modes include Normal, Eco, and Sport, which adjust shift and pedal mapping, HVAC performance, and steering feel. The Limited and Platinum grades add two pre-programmed drive modes, Sport S+ and Comfort, as well as a Custom mode allowing you ultimate control over your driving experience. A Tow/Haul setting is available, too, to use up every one of those 465 lb-ft of torque. On paved highway the 4Runners I drove were all competent for their classes. Toyota says the new 4Runner competes with other midsize off-road capable SUVs like the Ford Bronco and Jeep Wrangler. Most Broncos are competent off-highway, too, and are priced several thousand dollars cheaper than the 4Runner if you're willing to forgo two doors. It's been decades since the 4Runner had a two-door model. The Jeep Wrangler is even more competent off-road and costs even less than the Bronco, depending, as is always the case, on which features you want. Once you get Bronco and Wrangler up to four-door models the prices get closer together. All three competitive models are within inches of each other on the specs chart, with the Bronco and Wrangler four-doors four and six inches longer, respectively, in wheelbase but six and seven inches shorter in overall length. Those two 4Runner competitors also have a few cubic feet more total passenger volume. All three models sell at a rate of about 100,000 to 150,000 a year, which means decent profit for their makers. How about inside? The 4Runner only comes with four doors and five seats. There's an eight-inch (or optional 14-inch) touchscreen that displays Toyota's Audio Multimedia system that supports the wireless Apple CarPlay and Android Auto that all the kids want, along with as many as 14 speakers in the JBL premium audio system. And it goes without saying nowadays that the vehicle includes a full suite of ADAS to alert you to almost any threat to your driving safety. So should you buy one? It's competent and comfortable and comes with Toyota's reputation for bulletproof reliability. With that 770 pounds of roof load rating, you should be able to pile enough gear on top of your 4Runner to sell the Mercedes cargo van you've been van-lifing in and really get out in the wilderness. Which one: 4Runner, Bronco or Wrangler? Let us know below.
