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2025 Toyota 4Runner TRD Pro: Review & Specs -The Toyota 4Runner is one of the company’s vehicles that has been quite successful throughout its history. In practice, it is an SUV variant of the very well-liked Toyota Hilux, and the 4Runner itself has become a very well-liked automobile in its own right. Even though it was first introduced in 2010, the current iteration is still doing quite well in terms of sales.
The 4Runner of the most recent model is still a fantastic automobile. In spite of the fact that it has undergone a number of iterations over the years, the design is starting to show its age. The style of the front fascia, for instance, is not too aggressive at all. Not so according to our interpretation. We have the more modern and muscular front fascia that Toyota is introducing to its bigger and more durable cars. The word Toyota is written across the front in block letters.
With our depiction, Prokop has maintained the fundamental contours of the current-generation 4Runner, but there have been several additional modifications made. The lower air dam has also been altered, in addition to the slimmer headlights which are another prominent feature. 2025 Toyota 4Runner TRD Pro
Nitto Terra Grappler all-terrain tires were already mounted on my TRD Pro when it was delivered to me; they were large 31 inches rather than the increasingly common 33s. (or 37s, even, as on the insane Bronco Raptor). However, despite the fact that I never deflated my tires, the Nittos still provide a surprising level of traction in sandy areas while maintaining a smooth and quiet ride in the city.
However, the choice that Toyota made to continue using big 31s led to ground clearance statistics that were unexpectedly high. Although it was measured at 9.6 inches, the distance between the skid plate and the dirt path seemed to be less. (and again, I never aired down, which further reduces ride height). It’s possible that Toyota expects true off-roaders who purchase a TRD Pro to go serious and buy a set of wider tires. Those who do should look for a Magnuson supercharger as soon as possible because increasing the tire radius would only further bog down the five-speed automatic transmission.
In the meanwhile, in a period in which a Hyundai Kona may come with electrically adjustable shocks, Toyota eschews any such fantastical thoughts and instead opts to equip all four corners of the vehicle with a standard set of predictable Fox shocks. When compared to many unibody “competitors” with independent rear suspension, the solid rear axle is a big selling feature for the 4Runner. The rears receive piggybacks to deal with added weight because of the solid rear axle, and all things considered, the straightforward design manages to absorb all but the largest bumps with aplomb. I remembered the monstrous Multimatics found in the Chevrolet Silverado ZR2 and how close the 4Runner gets to matching them. However, the dampers found in the Ford Bronco Raptor are on a totally another rung of the performance ladder.
The true off-roading equipment that comes standard on the 4Runner TRD Pro consists of simple Fox shocks, Nittos that are passable but not particularly outstanding, and no disconnecting sway bars. I found that I was hoping for the opportunity to check out Toyota’s KDSS system, which simulates sway bar detachment by using a piston in lieu of one chassis bracket and, rather inconsistently, is included as standard equipment on the more affordable TRD Off-Road trim package. I found that I was yearning for the opportunity to try it out. KDSS, on the other hand, makes the procedure far more complicated for purchasers who had hoped to easily modify their TRD Pro with a few more inches of elevation.
After only a few days of off-roading in the 4Runner Pro, I was taken aback when I found myself really gazing at the front end of the vehicle and finding that I liked what I saw. This was maybe the greatest surprise for me. The mental change may have been caused by a little coating of dust, the surrounding environment, or simply simple acclimation, but what had before seemed angular and hostile now seemed perfectly at home in the barren desert.
In addition to that, Toyota preserved the drop-down rear window! Which, to be fair, most likely explains why there isn’t a swing-out back hatch and a spare tire carrier on the vehicle. Whether or not the TRD Pro roof rack is the greatest option for the look is something that still niggles at my head, and it also seems a little odd considering the widespread Instagram trend of placing roof tents on anything and everything that sometimes makes it out of the Whole Foods parking lot.
On the inside, the straightforward dashboard of the 4Runner gets a few lovely touches, such as carbon fiber trim for the shifter surround. However, in general, the functional steering wheel and large knobs further highlight Toyota’s dedication to maintaining a straightforward and uncomplicated design. Everything seems to be designed with users in mind, from the pixelated touchscreen to the usual rubber floor mats that can be cleaned with a hose. And yet, since living in the current world compels us to make such sacrifices, this vehicle that costs more than $53,000 comes equipped with Apple CarPlay (wired, not wireless), which enabled me to utilize the OnX Offroad app on the large screen as I was driving through the mud.
The idea is continued with seats that are not only comfortable but also provide plenty of legroom and headroom. These seats are somewhat bolstered but are still simple to get into and out of at each stop. After going just a few hundred yards off the street, I pulled the driver’s seat up and forward in the hopes of getting a better view of the pebbles and twigs that were over the large square bonnet of the vehicle.
Because you are sitting higher up, you will find that it is much simpler to utilize the off-road dials that are located on the roof. These dials include the one that locks the rear differential and the settings for the hill descent, which may or may not be effective. Please don’t even bother asking about the controls for the moonroof.
I think that Toyota opted to wrap this crowd in relative luxury by enabling the rear bench seats to recline, I believe, more than any other back seats this side of a Maybach. This is a crowd that plenty of 4Runner customers presumably intend to take family and friends along on their trips. Even though I am 6 feet and one inch tall with long legs, I am still able to fit in the rear seat of the vehicle without feeling cramped. This is the case even when the driver’s seat is adjusted to the “highway cruising” position.
Although reclining the seats may create a minor decrease in the amount of space available in the trunk, there is still enough room for all of your belongings thanks to the size of this trunk. I wasn’t sure where I was going, so I carried all of my regular rescue equipment with me. This included a Yankum rope and a Viair compressor, as well as tables, chairs, and even a motorbike helmet in case I needed to drive side-by-side. However, the heap still had plenty of room for baggage, in addition to a sleeping mat (I packed a lot for this trip since I figured, “Why not?”).
Although there are handy trays on top of each wheel well that provide great nooks for storing things like paper towel rolls or flashlights, I did notice that there were a few things missing. When I folded the seatbacks all the way forward, the rear deck was approximately an inch and a half lower than when they were in their most forward position. In this day and age of Overlanding, having a floor that is completely flat would allow me to make do with a modest sleeping mat and sleep in the truck rather than pitching a tent. The fact that the TRD Pro’s spare still dangles below and outside the trunk, where a large rock may potentially harm the wheel and tire, may provide some explanation for this mind-boggling error. (or both). And to make matters even worse, the spare tire does not match the Nittos!
And the 4Runner TRD Pro absolutely warrants something more exciting than driving around the mall. All but the most difficult terrain become a pleasant challenge, rather than arousing dread or uncertainty, thanks to engineering that is straightforward, practical, and sturdy. This is made possible by strong articulation from both the rear axle and the independent front suspension.
However, the issue of what lies next for 4Runner continues to be unsettling. To be more specific, the question is how Toyota can bring the heritage of an undeniably iconic body-on-frame SUV into an era when hybridization appears to be all but necessary. At the same time, keeping up with the competition almost requires the installation of new features such as adaptive shocks, “Baja Mode” exhaust valving, or fully disconnecting sway bars front and rear.
At the very least, we are holding out hope that Toyota will be able to expand its product’s complexity without sacrificing its dependability or its robust capabilities. There is, however, still something very endearing about a vehicle that serves no other purpose than to get the job done. Nothing else on the market can quite equal the 4Runner’s mix of old and new, which may explain why even the off-road versions engineered to take a hammering yet seldom lose much value on the secondhand market. For the time being, and possibly forever, nothing else on the market can quite match the 4Runner’s combination of old and new.
In reality, though, the 4Runner hasn’t gone through much of a transformation despite its more aggressive exterior. The V6 engine’s displacement rose slightly to 4.0 liters, leading to an increase in output of 270 horsepower and 278 pound-feet of torque. This reasonable oomph is routed (some would say sapped) via a comically antiquated five-speed automatic transmission on its way to a genuine two-speed transfer case that can provide either rear-wheel drive or four-wheel drive. In addition, a skid plate made of aluminum with a thickness of a quarter of an inch and a bright red logo emphasizes the purposely practical character of this body-on-frame SUV. This skid plate protects a significant portion of the power.