2004 Toyota 4Runner Sport Utility Vehicle Review & Performance

Redesigned for 2003, the Toyota 4Runner is substantially larger than its predecessor. It's 4.5 inches longer in length and wheelbase, and more than 3 inches wider. Its wheels are larger, and spaced farther apart. The 4Runner's roof is no higher than before, but the floor is lower thanks to better integration of frame and body mounts. The floor is still relatively high, however, so loading groceries or gear demands some lifting.

The 4Runner is not the prettiest SUV on the planet. Despite new styling, the 4Runner is still easily recognized by that familiar low roof and high floor. The look is muscular, if not distinguished, and conveys ruggedness. A wide, rounded front end features an aggressive horizontal grille and wide headlamps. Chunky overfenders and cladding on the rocker panels suggest that the 4Runner is ready to go off road. Backing up that contention are skid plates for the engine, transfer case and fuel tank, all of which come standard. The rear is trimmed with big tail lamps and a clunky-looking rear spoiler.

The non-functional hood scoop on the Sport Edition does not, in our opinion, enhance the 4Runner's look. We think it does the opposite.

4Runner's windshield, side windows, and side mirrors are made of hydrophilic glass and repel water like a waxed car or a window that has been treated with Rain-X. The glass causes water to form large drops, which are quickly shed by gravity or wind. The side mirrors are angled out to increase the driver's field of view. The available moonroof includes a two-stage wind deflector designed to reduce wind noise when traveling above 55 mph.

Larger exterior dimensions on the redesigned Toyota 4Runner translate to an interior that's roomier by every measure. Shoulder room, hip room, and cargo capacity have grown. Yet our overriding impression when we climbed out of the 4Runner was quietude, rather than space. Rugged it may be, but the lack of road, driveline or ambient noise in the cabin is impressive, given its off-road capability. Wind noise is all you'll hear if you turn the stereo off.

The standard cloth interior is nice. The cloth seats in the SR5 and Sport models are comfortable, with side bolsters to keep the driver in place when cornering or driving off road. All seats offer adjustable headrests and three-point seatbelts, and the driver's seat adjusts eight ways. Yet the 4Runner's exterior dimensions also translate into a unique seating position, less pronounced than before, but still familiar to 4Runner owners everywhere. The driver and front passenger sit up high, as one expects in an SUV, but thanks to a relatively low roof and high floor, it seems you're sitting flatter on the floor, as in some low cars like a Ford Mustang. The driver's legs stretch out, rather than down, toward the pedals. It's not uncomfortable, but it may require a little acclimating.

About the only negative we noted inside the 4runner was a flimsy lid on the center console. Otherwise, this is a quality interior. Storage bins are provided in all four doors, and every seat gets a cupholder.

A two-tone dashboard houses the instruments. Gauges illuminate orange, set in three deep binnacles that prevent the front-seat passenger from reading them. The fuel gauge uses an inclinometer for accurate readouts when the 4Runner is tilted on an incline. Automatic climate control is standard on all models, while the Limited comes with his-and-hers dual-zone temperature controls. The stereo buttons, and particularly the fan, airflow and temperature controls, are big and easy to locate. A display located just above the climate controls reveals time, ambient temperature, and trip data. An optional 115-volt AC power outlet ($100) means you can bring all the electrical conveniences of home with you. It's a truly useful feature, especially if you're inclined to spend a lot time in the great outdoors.

The pair of small convex mirrors at the rear corners of the interior make an unusual feature, designed to help the driver see approaching vehicles when backing out of a parking space. The mirrors work on the same principal as those big convex mirrors mounted at a corner in an underground parking garage. They may prove helpful when backing up in a busy parking lot because they help the driver pick up on movement. Using them effectively takes some practice, however, and it's hard to distinguish details. Moreover, they are no longer necessary if you choose a 4Runner Limited with the optional navigation system.

For 2004, the nav system includes a rearview video camera hidden in the rear bumper, which projects images on the seven-inch navigation screen when the 4Runner is in reverse. The pictures are sharp, even in complete darkness, and cover the area directly behind and a couple of feet on either side of the car. Yet the extreme fish-eye view of the lens makes distances difficult to judge, at least initially. Like the lower tech convex mirrors, the electronic system takes some getting used.

The rear doors offer a relatively narrow opening to get into the rear seats. The second-row bench seat is roomy, but uncomfortable for anyone in the middle. The seat is raised slightly in the center position, so the middle passenger sits on this hump. The second seat features a wide center armrest that folds down to provide two cup holders and a tray for French fries or whatever. An unusual feature, but perhaps a good idea, is a small trash bag holder for rear passengers. The rear ventilation ducts that bring comfort in the form of warm or cool air are more easily appreciated.

The 4Runner's optional third-row seat, new for 2004, adds an element of flexibility. It's actually two separate seats that fold up to the sides of the cargo compartment, parallel to the rear side windows. These seats are easy to stow, and access from the curbside rear door, via a spring-loaded sliding mechanism on the second seat, isn't too difficult. But even large children, like a healthy 11-year-old, will sit in these rear seats with knees pressed up toward the chest and hair brushing the headliner. Those who need to seat seven on a regular basis had better check out a minivan, or the minivan-based Toyota Highlander, or the full-size Toyota Sequoia (or just about anything else). And even when they are folded, the 4Runner's third-row seats rob a bit of cargo space. For maximum cargo volume, they must be removed from the truck (not too difficult a task).

The 4Runner's cargo space is well designed. The second-row seats can be folded down with the headrests in place, though we sometimes found it easier to pull them off before folding the seat bottoms up and the seatbacks down. The second-row seat folds nearly flat, flatter than a Ford Explorer's, and the seatbacks are reinforced to support heavy loads. The cargo area includes structurally attached steel tie-down hooks on the floor, with additional hooks on the sides. A clever double-decker rear storage shelf ($125) helps organize cargo in two levels. Using just one hand, the collapsible shelf can be folded flat or lifted up easily. When deployed, it's rated at a sturdy 66 pounds. A large storage box is provided on the right side of the cargo compartment.

The rear hatch comes standard with a power rear window that can be operated from the key fob. If it senses a small hand in the way, the window will reverse directions and open. The hatch itself also has a power opener, which is great during nasty weather. An electric power-close function sucks the hatch shut and ensures secure sealing without slamming.

The Toyota 4Runner handles very well for a truck with a live rear axle truck. We drove various models very quickly down twisting back roads along the Oregon coast and found the 4Runner is easy to drive at a good clip. Suspension damping is excellent. Yes, when the road got bumpy we could tell it had a solid rear axle rather than an independent rear suspension, but the 4Runner handles more confidently than a Chevy TrailBlazer, which also uses a live rear axle. Rack-and-pinion steering gives the 4Runner quick steering response and good steering feel.

On unpaved roads, the 4Runner still provides a very smooth ride, thanks in part to well-tuned damping and progressive-rate spring bumpers. However, the 4Runner really comes into its own when the terrain gets gnarly. There's lots of suspension articulation for climbing over boulders and gullies, and a host of technology for handling steep, slippery grades.

The standard V6 engine is so good we can't see a reason to get the V8, except for frequent, heavy towing. This 4.0-liter V6 is so responsive that a pair of lead-footed automotive journalists testing it never felt short-changed. It was brand new in 2003, and packed with the latest technology, including fully variable valve timing, a new linkless electronic throttle control system and lightweight all-aluminum construction. The V6 is rated at 245 horsepower and 282 pounds-feet of torque. Fuel economy has been improved and the V6 4x2 model gets better-than-credible 18/21 mpg city/highway, according to the EPA (17/21 for 4x4s). The V6 is paired with an electronically controlled four-speed automatic transmission. It's smooth and delivers excellent response whenever the driver needs some get up and go.

The optional 4.7-liter V8 generates 235 horsepower at 4800 rpm and 320 pounds-feet of torque. No, that's not a type: The V8 delivers less peak horsepower than the V6. Yet it's torque, not horsepower, that's most important when pulling trailers from a dead stop, and the 4Runner's V8 was designed to provide better low-rpm pulling power without compromising highway fuel economy. V8 models weigh about 125 pounds more than V6 4Runners, and the V8 delivers 16/20 mpg in 4x2s, and 16/19 in 4x4s. The V8 also delivers slightly better acceleration than the V6, but for most buyers it probably isn't worth the price tag ($1,250) or decrease in fuel economy. The difference will be noticed primarily after hooking up a trailer.

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 feature usually associated with expensive luxury sedans.

We found the two-wheel-drive 4Runner impressively capable off road; indeed, it's more capable than some so-called SUVs equipped with all-wheel-drive. Yet ultimate traction comes from the four-wheel-drive models. For starters, 4WD 4Runners are equipped with a two-speed transfer case, giving the driver a low-range set of gears for creeping over rugged terrain.

V6 4WD 4Runners are equipped with Toyota's Multi-Mode shift-on-the-fly system with a Torsen-type limited-slip center differential. The driver can shift between 2WD, 4WD High, and 4WD Low. The Torsen center differential is open in 2WD mode. It applies a rear bias in four-wheel-drive mode, splitting torque 40/60 front-to-rear in normal driving conditions, providing the driver with a traditional feel and better stability when accelerating. The 4WD mode may be used in all types of driving conditions on all types of roads, from dry pavement to wet or snow-covered roads. The system gives the 4Runner a sure-footed feel because power is applied to all four wheels, improving traction. When the front wheels slip, up to 70 percent of the power goes to the rear wheels. When the rear wheels slip, up to 53 percent of the power goes to the front wheels.

V8 engines are mated to a new five-speed automatic transmission that improves responsiveness and efficiency. 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. V8 4WD 4Runners operate in full-time four-wheel-drive; unlike V6 4Runners, the V8 4WD models do not offer a 2WD mode.

All 4WD 4Runners come with Toyota's Downhill Assist Control (DAC) system. It works similarly to Land Rover's Hill Descent Control to control the speed and progress of the vehicle down steep grades. Shift into 4WD low-range, check to make sure Downhill Assist is activated, pull to the edge of the nearest precipice, take your feet off the pedals, and steer your way slowly down the trail. Once you make the leap of faith that comes with allowing the machinery to do the work for you, Downhill Assist works very well and is easy to control. The ABS makes a noisy "dunk, dunk, dunk" sound as it lowers the 4Runner safely down the slippery slope. Gently touch the gas or brake pedals to slow or speed your progress, then take your feet off the pedals again, and the system comes back on. Downhill Assist will also keep the 4Runner pointed in the direction you steer it, as it prevents the vehicle from getting sideways on steep descents by using the anti-lock brake system. The system will work continuously for three minutes (because the brakes will heat up with prolonged use), but Toyota officials say it only needs the shortest of breaks to continue.

All 4Runners also come with a new Hill-start Assist Control (HAC) designed to prevent the vehicle from rolling backward or slipping sideways when starting off on a steep ascent. The system controls the brakes to stop an individual wheel or all wheels, preventing the vehicle from rolling backward or slipping sideways.

Remember: The Toyota 4Runner is a truck, not a car. Rather than using a unibody like the Toyota Highlander or RAV4, the 4Runner is built on a new ladder frame that features full-length boxed section frame rails. Toyota also steered away from using an independent rear suspension like the one on the ladder-frame Ford Explorer and many cars. Independent rear suspension offers better ride quality and allows for a roomier interior, but Toyota maintains that its live rear axle offers more suspension travel, and the 4Runner's off-road capability was a high priority.

V8 Limited models offer an optional rear air suspension for improved ride and performance when towing or hauling heavy loads. The air suspension automatically adjusts the ride height according to vehicle load. The driver can raise the rear suspension when driving off road to increase the ground clearance and improve the rear departure angle.

A system called X-REAS (standard on Sport, optional on Limited models) improves handling dynamics on the road with no compromise in off-road articulation or suspension 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. A simple system, it links the shocks diagonally through hydraulic lines (e.g., the front left shock is linked to the rear right shock). A central control absorber helps balance shock damping.

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 has an off-road algorithm to improve stopping performance in slippery conditions, a great feature. Brake-force distribution 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 generating additional brake force to assist the driver.

Even the 4Runner's fuel tank design says "off-road." The tank itself 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 the stumps and rocks off-road enthusiasts often encounter.

The 2004 Toyota 4Runner comes in three trim levels: SR5, Sport Edition, and Limited. Toyota offers buyers maximum flexibility by offering all three with either the V6 or V8 and two- or four-wheel drive.

The recently developed 4.0-liter V6 comes standard on all models, delivering 245 horsepower and 283 pounds-feet of torque. A 4.7-liter V8 is optional on all models ($1,250). It generates 235 horsepower and, more important, 320 pounds-feet of torque.

The SR5 is the most popular trim level, primarily because it's the least expensive and still very well equipped. It comes with 16-inch alloy wheels and, for 2004, body-colored bumpers, fender flares and lower cladding, rather than the gray metallic type. The SR5 V6 4x2 ($27,170) and SR5 V6 4x4 ($29,445) include automatic climate control, remote keyless entry, skid plates to protect the underbody and a tire pressure monitor. As noted, the V8 adds $1,250 to all models and replaces selectable 2WD/4WD with full-time all-wheel-drive on 4Runner 4x4s.

The Sport Edition comes with Toyota's new X-REAS shock-damping system, a clever yet simple hydraulic setup that improves stability and handling in sweeping turns. The 4Runner Sport Edition V6 4x2 ($28,410) and 4X4 ($30,685) come with a special cloth interior and are distinguished by a hood scoop, a silver painted grille and standard roof rails, fog lamps, color-keyed outside mirrors, and 17-inch alloy wheels. The also have slightly larger brake rotors.

The 4Runner Limited V6 4X2 ($33,445) and 4x4 ($35,720) gets leather trim and heated power front seats. The Limited has silver painted running boards (rather than black), color-keyed mudguards and a full roof rack rated at 120 pounds capacity. It also adds refinement with a premium JBL stereo with 10 speakers, rear seat audio controls, remote control and headphones.

A Class III receiver hitch with seven-pin electric connection is standard on all models and mounted to the rear frame crossmember. The 4Runner is rated to tow 5000 pounds with the V6 and 7000 with the V8.

Toyota also provides maximum flexibility by pricing all options separately, rather than grouping them in packages. Popular choices include a power moonroof ($900) and the premium JBL stereo with a six-disc changer for the SR5 and Sport ($875). The two-place third seat ($735) is new for 2004. A slick GPS navigation system, packaged with the new rear-view video camera ($2,695), is available only on the 4Runner Limited.

Active safety features lead the class. ABS and Vehicle Skid Control (VSC) come standard on all models. VSC uses the brake system to help the driver maintain control in adverse conditions. 2WD models come with traction control, which reduces tire slippage for enhanced stability under acceleration. 4WD models are equipped with active traction control (A-TRAC), which uses sensors and software to deliver smoother power application in all conditions.

Passive safety features include dual-stage front airbags and three-point seat belts at all positions, with pretensioners and force limiters to reduce the chance of belt-related injuries. Front side-impact airbags and curtain-style head protection airbags for front and rear passengers are optional ($680 on SR5 and Sport, $650 on Limited).