Back when Toyota pickup trucks were sleek and compact, the 4Runner looked like a sleek, compact wagon (with extra ground clearance) based on a Toyota pickup. All that changed when the current-generation 4Runner arrived in 2003, or at least the sleek-and-compact part did. While still clearly related to a Toyota truck, today's 4Runner is big and burly. It only looks small in relation to Toyota's even bigger Sequoia.
Styling changes for 2006 add still more visual muscle. The trapezoidal grille remains, but now it slashes into the bumper below; and one big, bold horizontal crossbar has replaced the two slimmer bars used previously. Foglights, when ordered last year, were contoured to the surface of the bumper; now they are standard, and they hunker down in squared-off foxholes. The more massive and bumpy front bumper sets a chunkier theme that continues through more prominent overfenders and body cladding (making the 2006 model an inch-and-a-half wider than the '05). Headlights and taillights have been more subtly re-shaped, with the teardrop effect of the former slightly exaggerated.
More than ever, the 4Runner looks off-road rugged and ready to hit the dusty trail. Backing up that contention are skid plates for the engine, transfer case and fuel tank, all of which come standard. (Even 2WD models get the engine and fuel tank plates.) A molded-in step adds a functional look to the broad rear bumper.
Visual cues help distinguish among the three trim levels. Bumpers are body-color on all three models. On SR5, however, grille, door handles, and the license-plate trim are chrome, and running boards are painted black. The Sport edition retains the hood scoop and is further distinguished by a smoked-chrome effect in its grille and headlamp trim, and by a graphite-and-black roof rack. Tubular side steps replace the SR5's running boards. The Limited looks almost military with its body-color grille, black roof rack and black running boards (which are illuminated). The standard aluminum-alloy wheels have six spokes on SR5 and Sport Edition; five on Limited, and they grow from 16 inches to 17 to 18 as you move up the line.
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.
down. The 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 in the floor, with additional hooks on the sides. A clever double-decker rear storage shelf 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 a sturdy 66 pounds. A large storage box is provided on the right side of the cargo compartment. Storage bins are provided in all four doors, and every seat gets a cup holder.
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 reverses directions and opens. (Don't try this at home.) The hatch itself also has a power opener, which is great when running up with an armload in nasty weather. An electric power-close function sucks the hatch shut and ensures secure sealing without slamming.
An overriding impression when we climbed out of the 4Runner was its quietude. 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 Toyota 4Runner's standard 4.0-liter V6 engine is responsive, and never left us feeling short changed. This engine is packed with the latest technology, including fully variable valve timing, a linkless electronic throttle, and lightweight all-aluminum construction. It's rated at 236 horsepower and 266 pound-feet. (Those figures are down slightly over last year because of revised SAE testing procedures; the engine performs the same as it did in 2005.) The 4WD model attains a credible 17/21 mpg City/Highway EPA rating, while the 2WD V6 is rated 18/21 mpg. Premium fuel is recommended for optimum performance. We heartily recommend this engine for anyone who doesn't plan to do much towing.
The optional 4.7-liter V8, introduced for 2005, represents a huge improvement over the V8 it replaced. We found it delivered strong performance for our 2006 4Runner. It's smooth and tractable and never struggles when thrust is needed. The V8 features variable valve timing with intelligence (VVT-i) and electronic throttle control with intelligence (ETCS-i), turning it into a real performer. It's rated 260 horsepower and 306 pound-feet of torque, and adds about 190 pounds to the weight of the vehicle. EPA fuel-use estimates are 16/20 mpg for the 2WD V8 and 15/19 with 4WD. Toyota recommends premium fuel. 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.
Both engines are paired with a sophisticated five-speed automatic transmission. More gears means better response for any given situation along with better 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, and it shifts smoothly around town.
The 4Runner handles very well for a truck with a live rear axle. We drove all the models over twisting back roads along the Oregon coast and found them easy to drive at a quick clip. We also spent a lot of time in a 2006 Limited 4WD V8 around Los Angeles. The suspension damping is excellent. When the road got bumpy, we could tell our truck had a solid rear axle rather than an independent rear suspension, but the 4Runner still handles more confidently than other live-axle SUVs, such as the Chevy TrailBlazer. Rack-and-pinion steering gives the 4Runner quick response and good steering feel.
The ride on unpaved roads is smooth, which is important on long gravel treks over washboard surfaces. The 4Runner's well-tuned damping and progressive-rate spring bumpers are to thank here. Where the 4Runner really comes into its own, however, is when the terrain gets truly gnarly. There's lots of suspension articulation for climbing over boulders and gullies, and a host of technology for handling steep, slippery grades.
Still, the 4Runner is a truck, not a car. Rather than using unit-body construction like the Toyota Highlander and RAV4, the 4Runner is built on a separate ladder frame that features full-length box-section frame rails. Toyota also steered away from using an independent rear suspension like the one on the ladder-frame Ford Explorer. An independent rear suspension would have offered better ride quality and allowed for a roomier interior, but Toyota said off-road capability was a high priority for the 4Runner and that its live rear axle provides more suspension travel.
A limited-slip differential, optional on many SUVs, is standard on even 2WD 4Runners. We found the two-wheel-drive models impressively capable on rugged terrain; indeed, a 2WD 4Runner is more capable off road than many all-wheel-drive SUVs. For ultimate traction, however, you do need a four-wheel-drive model; and it seems to us that if you don't need four-wheel drive, then perhaps you should not be looking at 4Runners though it is a good highway vehicle.
V6 4WD 4Runners are equipped with Toyota's Multi-Mode shift-on-the-fly system, which incorporates both a two-speed transfer case and a Torsen-type limited-slip center differential. The driver can shift between 2WD, 4WD High, and 4WD Low. The Torsen center differential allows the use of 4WD High in all types of driving conditions, and on all types of roads, from dry to wet to snow-covered. The system gives the 4Runner a sure-footed feel because power is applied to all four wheels. But the center diff can also be locked out for military-truck-grade traction in extreme slop.
4Runners with the V8 and 4WD come with what Toyota calls a full-time system, but it operates much less like a car or crossover-style all-wheel-drive than it does Toyota's own part-time system with the 2WD mode removed. A Torsen center differential distributes torque 40 percent front / 60 percent rear under most conditions and changes the ratio as needed based on steering input and wheel slip. It automatically shifts to 29/71 front/rear during steering maneuvers to enhance tracking through the curve. If the rear wheels should spin, however, the center differential can shift the ratio to 53/47 to control the slippage. And again, it can be locked out completely when the going gets extreme.
All 4WD 4Runners come with Toyota's Downhill Assist Control (DAC) system, which controls the speed when creeping down steep, slimy grades. Shift into 4WD Low, check to make sure DAC 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 manage. The antilock brakes make a noisy "dunk, dunk, dunk" sound as the system 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: "dunk, dunk, dunk, dunk." DAC helps keep the 4Runner pointed in the direction you steer it, using ABS to curb the tendency for the vehicle to get sideways on steep descents. 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. Three minutes is usually more than enough time to get to the bottom of the sort of extreme descent we're contemplating here.
All 4Runners, 2WD and 4WD, come with Hill-start Assist Control (HAC), which is designed to prevent the vehicle from rolling backward or slipping sideways when starting off on a steep ascent. The system uses the brakes to stop an individual wheel or all wheels, whatever it takes to keep 4Runner running forward.
The optional rear air suspension offers 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 also manually raise the rear suspension when driving off road to increase the ground clearance and improve the rear departure angle. This latter feature is useful in the extreme conditions, but most owners will never go there.
X-REAS improves handling dynamics on the road with no compromise in off-road articulation or 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 shock absorbers diagonally through hydraulic lines (e.g., the front left shock is linked to the rear right shock). A central control damper helps keep the system in balance.
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 uses an off-road algorithm to improve stopping performance in slippery conditions, a great feature. EBD 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 maximizing braking power regardless of the force on the pedal.
Overall, we found that 4Runner's brakes worked well. They felt a bit sensitive on the V8 models, and were a little challenging to modulate for limo-smooth stops, but owners will quickly adjust to this.
The 4Runner's fuel tank was specifically designed for off-road use. The tank 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 against the rocks off-highway enthusiasts might encounter.
The 2006 Toyota 4Runner comes in three trim levels: SR5, Sport Edition, and Limited. Each is available with the V6 or V8, and with two-wheel drive (2WD) or four-wheel drive (4WD). A Class III receiver hitch with seven-pin electric connection is standard on V8 models and optional on V6s; it mounts directly to the rear frame crossmember.
The SR5 V6 2WD ($27,635) and 4WD ($29,910) come standard with automatic climate control; cruise control; six-speaker AM/FM/casette/CD/MP3 stereo; remote keyless entry; skid plates to protect the underbody; integrated fog lamps; 16-inch alloy wheels; black running boards; chrome grille; and body-colored bumpers, fender flares and lower cladding. The SR5 V8 2WD ($29,650) is similarly equipped, and the 4WD V8 ($31,925) adds power adjustable front seats.
The Sport Edition V6 2WD ($29,975) and 4WD ($32,250) add unique cloth upholstery, a leather-wrapped tilt-telescope steering wheel with integrated cruise and audio controls, a leather-wrapped shift knob, power heated outside mirrors, X-REAS Sport Enhancement Suspension, bigger brake rotors, and 17-inch alloy wheels. Externally, the Sport Editions are distinguished by a hood scoop, smoked-chrome grille and headlight bezels, graphite-painted roof rails with black crossrails, and tubular side steps. The Sport Edition V8 2WD ($31,355) and 4WD $33,630) are similarly equipped.
The Limited V6 2WD ($34,350) and 4WD ($36,625) come with leather upholstery, heat and memory functions for the front seats, black wood-grain-style interior trim, dual-zone automatic climate control, premium stereo with six-CD changer, HomeLink, auto-dimming inside mirror, engine immobilizer, automatic headlamps, a cargo-handling system, and 18-inch aluminum wheels. The grille is color-keyed and the running boards are illuminated. Limited V8 2WD ($36,110) and 4WD ($38,385) list the same standard equipment. Limited models ride on the standard suspension, but can be ordered with the X-REAS suspension ($450); V8 models can add pneumatic self-leveling ($950).
A third-row seat is available for the 4Runner in a limited number of package combinations.
A GPS navigation system with a rearview video camera is optional on all 2006 models ($2,420-$2,840). A power moonroof ($900) and a new rear-seat DVD player ($1,580) with wireless headphones is available for all models. Some Limited-level luxuries are offered as stand-alone options for SR5 and Sport Edition.
All 4Runners come with Toyota's Star Safety System, which includes Vehicle Stability Control (VSC), traction control, anti-lock brakes (ABS), Electronic Brake-force Distribution (EBD) and Brake Assist. All models also feature a Hill-start Assist Control (HAC) while 4WD units add Downhill Assist Control (DAC).
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 ($650-$680) on all 4Runners and are equipped with a rollover-sensing system and a cutoff switch. All models come with a tire pressure monitor.