4th Gen Toyota 4Runner Reviews
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Thai
Elite Member
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US News Review
2003 Toyota 4Runner
Fit for a dog
NITS: The bottoms of the front doors curve outward in an odd way that leaves a fairly sharp corner exposed when you climb in. One of my passengers scraped her leg on it.
G-FORCES: The 235-horsepower V-8 engine that's optional on the lower trim line and standard on the luxury version is not blistering, though it provides plenty of power for passing or towing. (Models equipped with a less expensive V-6 won't be available until early 2003.) Cornering is firm and pleasant for an SUV.
GIZMOLOGY: The large, funky climate controls look like dials but are really a combination of four or five switches that you operate by pushing different corners of each knob. They look like something derived from video-game culture, and are cool and unusual without being gimmicky. Less pleasing were the two separate digital displays, one for the radio and one for the climate system and other functions. Toyota blew a chance to combine these into one central screen, as many automakers are beginning to do.
KID MARKS: It's a bit of a climb into the 4Runner for small passengers, but running boards help. And once inside there's ample space in the backseat, including a fat armrest/activity tray that kids will find useful. The tailgate is a very comfortable height for moving strollers and other gear in and out.
HOT OR NOT? Hot. Toyota has toned down the bulging fenders and exaggerated musculature of the prior 4Runner in favor of a leaner, boxier look. Think gymnast instead of bodybuilder.
ENVIROMETER: Rates 4 out of 10 on the EPA's emissions/air pollution scale. Mileage ranges from 15 mpg city to 20 mpg highway.
CRASH COURSE: The 4Runner has not yet been crash-tested by the government or by private testing organizations.
PRICE POINTS: Base prices range from $28,515 to $36,990. Price as tested: $33,386. (All prices include delivery fees and are for models equipped with the V-8 engine; prices for the forthcoming V-6 models haven't been announced yet.)
A friend and I were taking in the foliage along a country highway when an unexpected form of wildlife trotted out in front of us: An exuberant black Labrador retriever, obviously on the lam . . . and oblivious to the dangers darting around him on the road. We pulled onto the shoulder and managed to coax the rambunctious creature over to us. A tag on his collar identified him as "Otter" and listed his address and phone number. We called. No answer. The only option, aside from leaving Otter to chance it on Route 116, was to hoist the 60-pound pooch into the vehicle and go in search of his home.
It was the kind of unexpected challenge that true-blue SUV owners live for: Hauling a hapless stranger's vehicle out of the mud, rushing a pregnant woman to the hospital in a snowstorm, rescuing a lost pet on the verge of becoming roadkill. And the 4Runner was well prepared for this curious test. We weren't sure how Otter would behave in an unfamiliar vehicle, but he jumped right onto the tailgate and then claimed his space on a unique little shelf that Toyota has devised to help keep gear organized in the cargo area. From his perch on the shelf, Otter was forced to sit–which helped us control him–but he could still see what was going on in his strange new surroundings, which kept him from freaking out.
I doubt Toyota conducted a lost Labrador test when it was building the 4Runner, which has been completely redesigned for '03. But anticipating the unexpected is the essence of functionality, which the 4Runner has in abundance. Toyota decided to forgo a third-row seat in the 4Runner, even though that's a popular trend in SUVs. But if you set aside the kids' car pool, the 4Runner is quite versatile. Seats are comfortable and the cabin is spacious, with an open feel that evokes a minivan interior (without the stodgy factor). There are numerous cup holders and storage nooks and tie-down hooks and tethers in the back. And neat freaks will love the optional "double-decker cargo system," which collapses onto the floor in the back when you need the space for larger items.
Toyota has dressed up the 4Runner to look like a ruffian, with a full kilt of tough-looking body cladding. And to be sure, when equipped with four-wheel drive, the 4Runner's high ground clearance and underbody protection give it real-truck off-road capabilities. But the lumberjack looks conceal a gentle heart. The 4Runner rides nearly as smoothly as less-rugged "crossovers," like the Highlander, that are built on car platforms. It was particularly firm on curves, with little of the body roll that makes many SUVs feel heavy and hard to control. The 4Runner was nimble in traffic too, and blissfully smooth on the highway, compared with other SUVs that bounce down the road like kangaroos. Don't just take my word for it. When we finally delivered Otter to his home, he was so eager to continue his adventure with us that he leaped over his fence and ran to the car when we tried to leave.
US News Review
2003 Toyota 4Runner
Fit for a dog
NITS: The bottoms of the front doors curve outward in an odd way that leaves a fairly sharp corner exposed when you climb in. One of my passengers scraped her leg on it.
G-FORCES: The 235-horsepower V-8 engine that's optional on the lower trim line and standard on the luxury version is not blistering, though it provides plenty of power for passing or towing. (Models equipped with a less expensive V-6 won't be available until early 2003.) Cornering is firm and pleasant for an SUV.
GIZMOLOGY: The large, funky climate controls look like dials but are really a combination of four or five switches that you operate by pushing different corners of each knob. They look like something derived from video-game culture, and are cool and unusual without being gimmicky. Less pleasing were the two separate digital displays, one for the radio and one for the climate system and other functions. Toyota blew a chance to combine these into one central screen, as many automakers are beginning to do.
KID MARKS: It's a bit of a climb into the 4Runner for small passengers, but running boards help. And once inside there's ample space in the backseat, including a fat armrest/activity tray that kids will find useful. The tailgate is a very comfortable height for moving strollers and other gear in and out.
HOT OR NOT? Hot. Toyota has toned down the bulging fenders and exaggerated musculature of the prior 4Runner in favor of a leaner, boxier look. Think gymnast instead of bodybuilder.
ENVIROMETER: Rates 4 out of 10 on the EPA's emissions/air pollution scale. Mileage ranges from 15 mpg city to 20 mpg highway.
CRASH COURSE: The 4Runner has not yet been crash-tested by the government or by private testing organizations.
PRICE POINTS: Base prices range from $28,515 to $36,990. Price as tested: $33,386. (All prices include delivery fees and are for models equipped with the V-8 engine; prices for the forthcoming V-6 models haven't been announced yet.)
A friend and I were taking in the foliage along a country highway when an unexpected form of wildlife trotted out in front of us: An exuberant black Labrador retriever, obviously on the lam . . . and oblivious to the dangers darting around him on the road. We pulled onto the shoulder and managed to coax the rambunctious creature over to us. A tag on his collar identified him as "Otter" and listed his address and phone number. We called. No answer. The only option, aside from leaving Otter to chance it on Route 116, was to hoist the 60-pound pooch into the vehicle and go in search of his home.
It was the kind of unexpected challenge that true-blue SUV owners live for: Hauling a hapless stranger's vehicle out of the mud, rushing a pregnant woman to the hospital in a snowstorm, rescuing a lost pet on the verge of becoming roadkill. And the 4Runner was well prepared for this curious test. We weren't sure how Otter would behave in an unfamiliar vehicle, but he jumped right onto the tailgate and then claimed his space on a unique little shelf that Toyota has devised to help keep gear organized in the cargo area. From his perch on the shelf, Otter was forced to sit–which helped us control him–but he could still see what was going on in his strange new surroundings, which kept him from freaking out.
I doubt Toyota conducted a lost Labrador test when it was building the 4Runner, which has been completely redesigned for '03. But anticipating the unexpected is the essence of functionality, which the 4Runner has in abundance. Toyota decided to forgo a third-row seat in the 4Runner, even though that's a popular trend in SUVs. But if you set aside the kids' car pool, the 4Runner is quite versatile. Seats are comfortable and the cabin is spacious, with an open feel that evokes a minivan interior (without the stodgy factor). There are numerous cup holders and storage nooks and tie-down hooks and tethers in the back. And neat freaks will love the optional "double-decker cargo system," which collapses onto the floor in the back when you need the space for larger items.
Toyota has dressed up the 4Runner to look like a ruffian, with a full kilt of tough-looking body cladding. And to be sure, when equipped with four-wheel drive, the 4Runner's high ground clearance and underbody protection give it real-truck off-road capabilities. But the lumberjack looks conceal a gentle heart. The 4Runner rides nearly as smoothly as less-rugged "crossovers," like the Highlander, that are built on car platforms. It was particularly firm on curves, with little of the body roll that makes many SUVs feel heavy and hard to control. The 4Runner was nimble in traffic too, and blissfully smooth on the highway, compared with other SUVs that bounce down the road like kangaroos. Don't just take my word for it. When we finally delivered Otter to his home, he was so eager to continue his adventure with us that he leaped over his fence and ran to the car when we tried to leave.
Thai
Elite Member
Another Review
Link:
WheelsPress.com Review
2003 Toyota 4Runners better in every way
Mid-size SUV offers plenty of power, solid build, good refinement
By Richard Russell
Vancouver, B.C. -- Toyota's 4Runner has been languishing in the sales charts in recent years. While the competition has been releasing brand new or freshened models, the 4Runner has been sliding down the Intermediate SUV sales chart.
Toyota didn't get to be the world's third largest motor vehicle manufacturer by allowing such events to go unchallenged. It comes as no surprise the new 2003 4Runner, in one fell swoop, raises the bar in the class.
The fourth generation 4Runner is a truly revolutionary vehicle in terms of combining off-road ability and on-road refinement. It can tackle the most extreme off-road demands thanks to a whole arsenal of technology - situations previously the exclusive domain of names like Hummer, Land Rover and Jeep. Yet the engineers managed to impart the 4Runner with the refined on-road demeanor of a luxury car, complete with a Lexus V8.
Toyota made no attempt to include a third row of seats or compromise the off-road abilities to satisfy those folks looking for a tall station wagon. It has the Sequoia, Highlander and RAV4 for customers interested in the safety, security and refinement of all-wheel-drive, and/or those needing seven-passenger capacity. But it also has customers who demand a rugged, truck-based, multi-purpose vehicle. From that basis, it set out to maximize the 4Runner's position as a serious body-on-frame piece of kit. The new, boxed-steel frame is strengthened by no less than nine cross members with a 5,000-lb. Class 3 hitch incorporated in the most rearward of these.
Without getting too far into the minutiae, and there is a great deal of it with this complete makeover, the combination of attention to detail, thorough engineering and modern technology has transformed the 4Runner.
Starting with a clean slate and new global platform they decided to think in cubic feet instead of millimetres when it came time to redo the interior.
Instead of cramming in a third row of seats, they used the larger interior to make lots of room for five. The new chassis, 114-mm longer wheelbase and 73 mm wider body allowed a serious increase in people space over the previous 4Runner where it was easy to rub elbows with fellow passengers and become intimate with your knees.
Serious off-road work requires serious mechanicals. First up - power. The 2003 4Runner comes with a new aluminum 4.0-litre V6 producing 245 horsepower and 283 lb. ft. of torque compared to 183 and 217 from the previous unit. If that 30 per cent increase in power isn't enough, you can opt for a 4.7-litre V8 shared with Land Cruiser and Lexus. With 235 horses and 320 lb. ft., it brings a new standard to the class.
The V6 gets the same four-speed automatic transmission used last year, while the V8 comes with the first five-speed automatic Toyota has ever put in a truck. From there it gets very interesting as power is diverted in the six to a shift-on-the-fly four wheel drive system and to a full-time system on the eight. Nothing too significant there. But wait - the trick stuff is coming. Talk about technology! The new 4Runner uses electronic traction control, electronic stability control ABS with brake assist, a Torsen limited slip center differential, locking center differential, downhill assist control and hill-start control. It is the latter two we found most intriguing during a very severe test up the side and over the top of the Rockies. In essence, your feet have become redundant off-road, stick them out the window, in the glovebox or have someone conduct a pedicure - you won't need them. Well, actually you will need them to be braced wide apart and securely on the floor because the 4Runner is now capable of simply incredible off-road feats.
Downhill assist control uses a variety of sensors throughout the drivetrain to monitor wheel slip and activate the brakes at each wheel independently.
Usually you keep your feet off the brakes when going downhill off-road. Locking the brakes means a loss in grip and slip sliding down the hill. With downhill assist the engineers have dialed in some specific algorithms to keep speed under five km/hr - neat and truly effective. And should you need to stop when climbing a steep grade, hill-start will lock you in place until you touch the throttle again, removing the worry of the period when your foot has to travel from brake to gas. The brakes, incidentally, are now discs at each corner and the ABS a four-channel, four-sensor system. All this was accomplished during our day-long foray into the wilds with all-season tires.
While the new 4Runner has grown significantly it is still shorter than the main domestic competition - Explorer and Trailblazer. This allows shorter overhangs and steeper approach and departure angles - two major considerations in offroading.
The onroad ride and performance is nothing short of exceptional for such a tall, heavy body on frame vehicle. The almost total lack of road or wind noise is a testament to the thorough engineering that went into this redesign. Those opting for the Limited model get air suspension that maintains ride height regardless of load. But they also get an innovative suspension system developed by Yamaha called X-REAS that links opposing corners of the suspension hydraulically to counter sudden weight shifts when cornering. It works stupendously well without compromising the supple ride or hampering off-road ability.
While the folks with dirty boots were perfecting the greasy bits, the design and trim staff were busy on the interior coming up with joystick-like HVAC controls, a killer JBL sound system, speed sensitive moonroof deflector, water-resistant coating for the windows, power assisted closing for the massive rear hatch and a slick little mirror mounted on the D-pillar to cut blind spots when backing out of tight spaces.
Toyota has chosen to make each and every 4Runner well equipped, avoiding the age-old trick of a stripped model carrying a come-hither price tag. There are two trim levels - SR5 and Limited. The SR5 has 16-inch alloy wheels, ABS, multi-mode 4WD, automatic temperature control air conditioning, power windows, power seat, power rear hatch window, power locks, tilt wheel and cruise. Pricing had not been settled at the time we drove them but Toyota has been pretty aggressive in ensuring it is competitive, so look for the new 4Runner to cost the same or less than the existing one when similarly equipped.
If your SUV will be used to pound the pavement look elsewhere in the Toyota store. But if you often or even occasionally venture off road - way off road - we can think of very few vehicles anywhere near this price with this much competence and capability. And absolutely none, with this level of on-road refinement, proven reliability and quality.
Link:
WheelsPress.com Review
2003 Toyota 4Runners better in every way
Mid-size SUV offers plenty of power, solid build, good refinement
By Richard Russell
Vancouver, B.C. -- Toyota's 4Runner has been languishing in the sales charts in recent years. While the competition has been releasing brand new or freshened models, the 4Runner has been sliding down the Intermediate SUV sales chart.
Toyota didn't get to be the world's third largest motor vehicle manufacturer by allowing such events to go unchallenged. It comes as no surprise the new 2003 4Runner, in one fell swoop, raises the bar in the class.
The fourth generation 4Runner is a truly revolutionary vehicle in terms of combining off-road ability and on-road refinement. It can tackle the most extreme off-road demands thanks to a whole arsenal of technology - situations previously the exclusive domain of names like Hummer, Land Rover and Jeep. Yet the engineers managed to impart the 4Runner with the refined on-road demeanor of a luxury car, complete with a Lexus V8.
Toyota made no attempt to include a third row of seats or compromise the off-road abilities to satisfy those folks looking for a tall station wagon. It has the Sequoia, Highlander and RAV4 for customers interested in the safety, security and refinement of all-wheel-drive, and/or those needing seven-passenger capacity. But it also has customers who demand a rugged, truck-based, multi-purpose vehicle. From that basis, it set out to maximize the 4Runner's position as a serious body-on-frame piece of kit. The new, boxed-steel frame is strengthened by no less than nine cross members with a 5,000-lb. Class 3 hitch incorporated in the most rearward of these.
Without getting too far into the minutiae, and there is a great deal of it with this complete makeover, the combination of attention to detail, thorough engineering and modern technology has transformed the 4Runner.
Starting with a clean slate and new global platform they decided to think in cubic feet instead of millimetres when it came time to redo the interior.
Instead of cramming in a third row of seats, they used the larger interior to make lots of room for five. The new chassis, 114-mm longer wheelbase and 73 mm wider body allowed a serious increase in people space over the previous 4Runner where it was easy to rub elbows with fellow passengers and become intimate with your knees.
Serious off-road work requires serious mechanicals. First up - power. The 2003 4Runner comes with a new aluminum 4.0-litre V6 producing 245 horsepower and 283 lb. ft. of torque compared to 183 and 217 from the previous unit. If that 30 per cent increase in power isn't enough, you can opt for a 4.7-litre V8 shared with Land Cruiser and Lexus. With 235 horses and 320 lb. ft., it brings a new standard to the class.
The V6 gets the same four-speed automatic transmission used last year, while the V8 comes with the first five-speed automatic Toyota has ever put in a truck. From there it gets very interesting as power is diverted in the six to a shift-on-the-fly four wheel drive system and to a full-time system on the eight. Nothing too significant there. But wait - the trick stuff is coming. Talk about technology! The new 4Runner uses electronic traction control, electronic stability control ABS with brake assist, a Torsen limited slip center differential, locking center differential, downhill assist control and hill-start control. It is the latter two we found most intriguing during a very severe test up the side and over the top of the Rockies. In essence, your feet have become redundant off-road, stick them out the window, in the glovebox or have someone conduct a pedicure - you won't need them. Well, actually you will need them to be braced wide apart and securely on the floor because the 4Runner is now capable of simply incredible off-road feats.
Downhill assist control uses a variety of sensors throughout the drivetrain to monitor wheel slip and activate the brakes at each wheel independently.
Usually you keep your feet off the brakes when going downhill off-road. Locking the brakes means a loss in grip and slip sliding down the hill. With downhill assist the engineers have dialed in some specific algorithms to keep speed under five km/hr - neat and truly effective. And should you need to stop when climbing a steep grade, hill-start will lock you in place until you touch the throttle again, removing the worry of the period when your foot has to travel from brake to gas. The brakes, incidentally, are now discs at each corner and the ABS a four-channel, four-sensor system. All this was accomplished during our day-long foray into the wilds with all-season tires.
While the new 4Runner has grown significantly it is still shorter than the main domestic competition - Explorer and Trailblazer. This allows shorter overhangs and steeper approach and departure angles - two major considerations in offroading.
The onroad ride and performance is nothing short of exceptional for such a tall, heavy body on frame vehicle. The almost total lack of road or wind noise is a testament to the thorough engineering that went into this redesign. Those opting for the Limited model get air suspension that maintains ride height regardless of load. But they also get an innovative suspension system developed by Yamaha called X-REAS that links opposing corners of the suspension hydraulically to counter sudden weight shifts when cornering. It works stupendously well without compromising the supple ride or hampering off-road ability.
While the folks with dirty boots were perfecting the greasy bits, the design and trim staff were busy on the interior coming up with joystick-like HVAC controls, a killer JBL sound system, speed sensitive moonroof deflector, water-resistant coating for the windows, power assisted closing for the massive rear hatch and a slick little mirror mounted on the D-pillar to cut blind spots when backing out of tight spaces.
Toyota has chosen to make each and every 4Runner well equipped, avoiding the age-old trick of a stripped model carrying a come-hither price tag. There are two trim levels - SR5 and Limited. The SR5 has 16-inch alloy wheels, ABS, multi-mode 4WD, automatic temperature control air conditioning, power windows, power seat, power rear hatch window, power locks, tilt wheel and cruise. Pricing had not been settled at the time we drove them but Toyota has been pretty aggressive in ensuring it is competitive, so look for the new 4Runner to cost the same or less than the existing one when similarly equipped.
If your SUV will be used to pound the pavement look elsewhere in the Toyota store. But if you often or even occasionally venture off road - way off road - we can think of very few vehicles anywhere near this price with this much competence and capability. And absolutely none, with this level of on-road refinement, proven reliability and quality.
Auto.com Review
http://www.auto.com/reviews/ulrich5_20021205.htm
Finally. A new vehicle that knows what it wants to be.
In a world of mongrel minivans and sport-ute poseurs, the Toyota 4Runner's old-school approach is refreshing.
This is a no-apologies sport utility vehicle, emphasis on the sport. And it gives Toyota a two-prong attack on the midsize sport-utility segment: the Highlander, that mall-friendly miss built on the Toyota Camry platform, and this new 4Runner, a truck-based outdoorsman that's also the basis for the more luxurious, but vastly more expensive Lexus GX.
Only one caveat, though I'd ask Toyota to consider it a compliment: Toyota has made this 4Runner so strong, so capable -- yet so civilized around town -- that both men and women may well prefer it to the Highlander.
This is a fine-looking truck, masculine but not check-me-out macho. It's as quick and powerful as it looks, with the Toyota Sequoia's terrific 4.7-liter V8 that produces 235 horsepower and a prodigious 320 pound-feet of torque. (A less-expensive 4.0-liter V6 version arrives in January, with 245 horsepower and 282 pound-feet of twist). The 4Runner is rock-solid, right-sized, a breeze to drive and park. In short, a sport-ute that instantly ranks among the best in the midsize class. And what's notable is how the 4Runner delivers serious off-road ability without really compromising the comfort level around town.
Now, dithering over how many people actually drive off-road has become as pointless as asking where you can drive a Corvette at 175 m.p.h. The truth is that many truck buyers still expect the ability to navigate mud and mire, regardless of whether they have a standing reservation in the backcountry.
In four-wheel-drive trim, the 4Runner covers every off-road base and adds twists of its own. Ground clearance is a healthy 9.1 inches. Four-wheel-drive 4Runners feature a Torsen limited-slip differential that's simple and effective in divvying power where it's needed.
In normal driving, power is split 40-60 between the front and rear wheels. Up to 70 percent of torque goes to the rear wheels when fronts slip, or up to 53 percent can head front.
Now comes the fun stuff. A standard hill-start assist control automatically applies brakes to keep the 4Runner from rolling backward when starting up a grade. And the downhill assist control on 4x4 models is similar to a system on the new Range Rover. Switch the 4Runner into its low-range setting, hit a button, and downhill assist control manages the throttle and brakes to let the truck walk down even steep grades at 2-4 m.p.h. without touching the gas or brakes.
In a downhill test at Alpine Valley Ski Area in White Lake Township, the system made the brakes groan and shudder a few times as it slowed the 4Runner to a controlled crawl. But once the truck settled in, it walked smoothly and noiselessly down the slope.
Now, off-road veterans will note that working the brakes yourself is half the fun. But the downhill assist does allow you to skip that chore when you'd like, or to hand off the truck to a less-experienced driver with no worries. It works rolling backward as well, making it easy to retreat down a tricky slope.
Strong four-wheel disc brakes feature the full Lexus treatment of electronic brake distribution and brake assist, the latter a boon to emergency braking. A stability control system is standard, a safety feature not available on many trucks in the class.
The Sport Edition we tested showed off its standard X-REAS suspension, a mouthful of letters that means the Toyota's shock absorbers are cross-linked in an X pattern through a central controller, as in the left front being linked to the right rear. The idea is to limit body lean in turns and improve handling.
How much the system contributes, I can't say, but the Toyota does carve through turns confidently. And if the steering isn't quite as spot-on as the Ford Explorer/Mercury Mountaineer's, or the ride as pampering as the Chevy TrailBlazer's, the Toyota's ride-and-handling compromise will easily satisfy its owners. The all-new chassis is notably buttoned-down and vibration-free: Many would never notice they're driving a traditional solid-axle truck whose body is bolted to a sturdy steel frame.
They'll certainly notice the lusty V8 power, especially the class-leading 320 pound-feet of torque, markedly higher than the Chevy's 270 pound-feet and the 280 from the Explorer's V8. I haven't done a side-by-side comparison, but the Toyota's superior power-to-weight ratio should make this the quickest midsize ute going. An electronic throttle-by-wire system -- no mechanical link between the accelerator and engine -- connects with a silky five-speed automatic transmission.
As mentioned, the exterior looks rugged yet sleek, especially the front end dominated by its tidy horizontal grille and upswept headlamps. Big side mirrors offer good visibility.
One knock is the nonfunctioning hood scoop, a useless gimmick. The base SR5 and midrange Sport Edition feature gray body cladding around the bumpers and fender arches; the upscale Limited goes with body-colored metal.
The 4Runner has grown nearly a half-foot and more than 3 inches wider than the outgoing model. That leaves it 3 inches shorter than the TrailBlazer, and slightly narrower. The Toyota weighs about 200 pounds less.
Detractors will note the absence of a third-row seat, but I'm still not convinced three rows are a virtue in this class if only two are of any real use.
The larger Chevy has a few inches more legroom in front and back, and a slight edge in total cargo capacity, at 80.1 cubic feet versus 75.1 for the Toyota.
The 4Runner does sneak past the Chevy in cargo room behind the second-row seat, and it's got a lower lift-over height in back, which I welcomed when I stuffed the hatch with a load of gear.
Toyota has done its usual conscientious job on the interior, with a rich feel, tight-fitting trim and excellent controls.
Rear seats fold flat easily without removing their trio of headrests. An optional storage shelf pivots up at the rear to create a double deck cargo hold. Instead of a rear lift-glass, the 4Runner features a power sliding window, controlled by either the keyless remote button or an interior switch. The remote button, however, can only lower the window; you have to close it from the interior.
The base model 4Runner SR5 V8 two-wheel drive starts at $28,005, or $30,280 in 4x4 guise. At the top, the luxurious Limited 4WD starts at $36,480.
In the middle, our four-wheel-drive Sport model -- whose goodies include the X-REAS suspension, great-looking 17-inch alloy wheels, leather-wrapped steering wheel with audio and cruise controls and body-colored heated outside mirrors -- started at $32,075, out the door for $33,594.
That seems livable, right in line with the Ford and Chevy. It's also about what you'll pay for a well-stuffed Highlander. But without harping on Toyota's own soft-roader, the 4Runner is better-looking, more capable, and gives you a great V8 for the price of the Highlander's V6. The lighter Highlander does offer better fuel economy, and it's slightly more nimble around town, but the 4Runner holds its own on the civility front.
Unless you prefer the Highlander's self-effacing suburban style, this one's easy.
The 4Runner in a runaway.
http://www.auto.com/reviews/ulrich5_20021205.htm
Finally. A new vehicle that knows what it wants to be.
In a world of mongrel minivans and sport-ute poseurs, the Toyota 4Runner's old-school approach is refreshing.
This is a no-apologies sport utility vehicle, emphasis on the sport. And it gives Toyota a two-prong attack on the midsize sport-utility segment: the Highlander, that mall-friendly miss built on the Toyota Camry platform, and this new 4Runner, a truck-based outdoorsman that's also the basis for the more luxurious, but vastly more expensive Lexus GX.
Only one caveat, though I'd ask Toyota to consider it a compliment: Toyota has made this 4Runner so strong, so capable -- yet so civilized around town -- that both men and women may well prefer it to the Highlander.
This is a fine-looking truck, masculine but not check-me-out macho. It's as quick and powerful as it looks, with the Toyota Sequoia's terrific 4.7-liter V8 that produces 235 horsepower and a prodigious 320 pound-feet of torque. (A less-expensive 4.0-liter V6 version arrives in January, with 245 horsepower and 282 pound-feet of twist). The 4Runner is rock-solid, right-sized, a breeze to drive and park. In short, a sport-ute that instantly ranks among the best in the midsize class. And what's notable is how the 4Runner delivers serious off-road ability without really compromising the comfort level around town.
Now, dithering over how many people actually drive off-road has become as pointless as asking where you can drive a Corvette at 175 m.p.h. The truth is that many truck buyers still expect the ability to navigate mud and mire, regardless of whether they have a standing reservation in the backcountry.
In four-wheel-drive trim, the 4Runner covers every off-road base and adds twists of its own. Ground clearance is a healthy 9.1 inches. Four-wheel-drive 4Runners feature a Torsen limited-slip differential that's simple and effective in divvying power where it's needed.
In normal driving, power is split 40-60 between the front and rear wheels. Up to 70 percent of torque goes to the rear wheels when fronts slip, or up to 53 percent can head front.
Now comes the fun stuff. A standard hill-start assist control automatically applies brakes to keep the 4Runner from rolling backward when starting up a grade. And the downhill assist control on 4x4 models is similar to a system on the new Range Rover. Switch the 4Runner into its low-range setting, hit a button, and downhill assist control manages the throttle and brakes to let the truck walk down even steep grades at 2-4 m.p.h. without touching the gas or brakes.
In a downhill test at Alpine Valley Ski Area in White Lake Township, the system made the brakes groan and shudder a few times as it slowed the 4Runner to a controlled crawl. But once the truck settled in, it walked smoothly and noiselessly down the slope.
Now, off-road veterans will note that working the brakes yourself is half the fun. But the downhill assist does allow you to skip that chore when you'd like, or to hand off the truck to a less-experienced driver with no worries. It works rolling backward as well, making it easy to retreat down a tricky slope.
Strong four-wheel disc brakes feature the full Lexus treatment of electronic brake distribution and brake assist, the latter a boon to emergency braking. A stability control system is standard, a safety feature not available on many trucks in the class.
The Sport Edition we tested showed off its standard X-REAS suspension, a mouthful of letters that means the Toyota's shock absorbers are cross-linked in an X pattern through a central controller, as in the left front being linked to the right rear. The idea is to limit body lean in turns and improve handling.
How much the system contributes, I can't say, but the Toyota does carve through turns confidently. And if the steering isn't quite as spot-on as the Ford Explorer/Mercury Mountaineer's, or the ride as pampering as the Chevy TrailBlazer's, the Toyota's ride-and-handling compromise will easily satisfy its owners. The all-new chassis is notably buttoned-down and vibration-free: Many would never notice they're driving a traditional solid-axle truck whose body is bolted to a sturdy steel frame.
They'll certainly notice the lusty V8 power, especially the class-leading 320 pound-feet of torque, markedly higher than the Chevy's 270 pound-feet and the 280 from the Explorer's V8. I haven't done a side-by-side comparison, but the Toyota's superior power-to-weight ratio should make this the quickest midsize ute going. An electronic throttle-by-wire system -- no mechanical link between the accelerator and engine -- connects with a silky five-speed automatic transmission.
As mentioned, the exterior looks rugged yet sleek, especially the front end dominated by its tidy horizontal grille and upswept headlamps. Big side mirrors offer good visibility.
One knock is the nonfunctioning hood scoop, a useless gimmick. The base SR5 and midrange Sport Edition feature gray body cladding around the bumpers and fender arches; the upscale Limited goes with body-colored metal.
The 4Runner has grown nearly a half-foot and more than 3 inches wider than the outgoing model. That leaves it 3 inches shorter than the TrailBlazer, and slightly narrower. The Toyota weighs about 200 pounds less.
Detractors will note the absence of a third-row seat, but I'm still not convinced three rows are a virtue in this class if only two are of any real use.
The larger Chevy has a few inches more legroom in front and back, and a slight edge in total cargo capacity, at 80.1 cubic feet versus 75.1 for the Toyota.
The 4Runner does sneak past the Chevy in cargo room behind the second-row seat, and it's got a lower lift-over height in back, which I welcomed when I stuffed the hatch with a load of gear.
Toyota has done its usual conscientious job on the interior, with a rich feel, tight-fitting trim and excellent controls.
Rear seats fold flat easily without removing their trio of headrests. An optional storage shelf pivots up at the rear to create a double deck cargo hold. Instead of a rear lift-glass, the 4Runner features a power sliding window, controlled by either the keyless remote button or an interior switch. The remote button, however, can only lower the window; you have to close it from the interior.
The base model 4Runner SR5 V8 two-wheel drive starts at $28,005, or $30,280 in 4x4 guise. At the top, the luxurious Limited 4WD starts at $36,480.
In the middle, our four-wheel-drive Sport model -- whose goodies include the X-REAS suspension, great-looking 17-inch alloy wheels, leather-wrapped steering wheel with audio and cruise controls and body-colored heated outside mirrors -- started at $32,075, out the door for $33,594.
That seems livable, right in line with the Ford and Chevy. It's also about what you'll pay for a well-stuffed Highlander. But without harping on Toyota's own soft-roader, the 4Runner is better-looking, more capable, and gives you a great V8 for the price of the Highlander's V6. The lighter Highlander does offer better fuel economy, and it's slightly more nimble around town, but the 4Runner holds its own on the civility front.
Unless you prefer the Highlander's self-effacing suburban style, this one's easy.
The 4Runner in a runaway.
peter78
Super Moderator
Reviews?
Someone has posted on his web-site all the 2003 4Runner reviews he knows of. He also listed 4Runner forums you can go to, including this one. As of January 2003 his site is still up. He may have some reviews you may not be aware of.
http://www.dawgpak.com/4Runner/
Someone has posted on his web-site all the 2003 4Runner reviews he knows of. He also listed 4Runner forums you can go to, including this one. As of January 2003 his site is still up. He may have some reviews you may not be aware of.
http://www.dawgpak.com/4Runner/
Thai
Elite Member
Link:
Edmund's Review of the 2003 4Runner
Quick Summary:
Pros: Composed on- and off-road, comfortable cabin, powerful optional V8.
Cons: Spongy brake pedal feel, fussy audio controls (with navigation system), no third-row seat option, can get pricey.
Edmunds.com Says: As expected, Toyota's updated 4Runner is a well-honed effort. For the best value, we recommend resisting the leather-lined Limited; the well-equipped SR5 should suit most folks just fine.
Base MSRP of Test Vehicle: $36,990 (including destination charge)
Options on Test Vehicle: JBL Audio/Navigation system ($2,325); Power Moonroof ($900); Rear Air Suspension with X-REAS ($1,400); Curtain and Side Airbags ($500); Rear Spoiler ($200); Daytime Running Lights ($40); Floor Mats ($184).
MSRP of Test Vehicle: $42,539 (including destination charge)
Enjoy!
Edmund's Review of the 2003 4Runner
Quick Summary:
Pros: Composed on- and off-road, comfortable cabin, powerful optional V8.
Cons: Spongy brake pedal feel, fussy audio controls (with navigation system), no third-row seat option, can get pricey.
Edmunds.com Says: As expected, Toyota's updated 4Runner is a well-honed effort. For the best value, we recommend resisting the leather-lined Limited; the well-equipped SR5 should suit most folks just fine.
Base MSRP of Test Vehicle: $36,990 (including destination charge)
Options on Test Vehicle: JBL Audio/Navigation system ($2,325); Power Moonroof ($900); Rear Air Suspension with X-REAS ($1,400); Curtain and Side Airbags ($500); Rear Spoiler ($200); Daytime Running Lights ($40); Floor Mats ($184).
MSRP of Test Vehicle: $42,539 (including destination charge)
Enjoy!
Thai
Elite Member
More Reviews!
Link:
MSN Review by Daniel Heraud
Pros
1. Superior performance
2. Powerful brakes
3. Sophisticated handling
4. Spacious cabin
5. Off-road capabilities
6. Reasonable fuel consumption
7. Rigorous build quality
8. Full equipment
Cons
1. High purchase price
2. Uncomfortable driving position
3. Limited headroom
4. Lack of xenon headlights
5. Lack of a 3rd row bench
6. Fixed rear window
Link:
MSN Review by Daniel Heraud
Pros
1. Superior performance
2. Powerful brakes
3. Sophisticated handling
4. Spacious cabin
5. Off-road capabilities
6. Reasonable fuel consumption
7. Rigorous build quality
8. Full equipment
Cons
1. High purchase price
2. Uncomfortable driving position
3. Limited headroom
4. Lack of xenon headlights
5. Lack of a 3rd row bench
6. Fixed rear window
Thai
Elite Member
Link:
MSN Review by Dan Jedlicka
2003 Toyota 4Runner
Pros:
Roomy
Fast
Adroit handling with optional suspension
-------------------------------------------------------------------------------
Cons:
High step-in
Low fuel economy
No third-row seat
--------------------------------------------------------------------------------
Bottom Line:
Toyota gives its midsize sport-utility a much-needed redesign.
The Toyota 4Runner has become increasingly marginal in the competitive midsize sport-utility vehicle market for the past few years, but the significantly redesigned version brings this Toyota up to speed again.
The 4Runner has a familiar name, having been introduced in 1985 with sales of more than 1.2 million units. But the 2002 version was saddled with a 6-year-old design that had to compete with a large number of new sport-utes unveiled in the past few years.
All is well, now, though, because the 2003 model is larger, roomier, stronger and more powerful. There are new features, a better chassis, bigger wheels and the first 4Runner V8.
The new body-on-frame chassis design with full-length boxed section frame rails makes the 4Runner feel very solid, especially during off-road use. Toyota's tamer midsize Highlander sport ute is car-based and not meant for off-road running.
Why the odd name? Toyota says combine "4-wheel drive" and "off-road Runner" and you have "4Runner."
First V8
Most 4Runner buyers are expected to buy the standard new aluminum 4-liter 245-horsepower V6. That engine produces more power than the 4.7-liter 235-horsepower V8. That V8 is used in other Toyota models, but is the first 4Runner V8. It has more torque than the V6 to make it easier to do such things as hauling items including big boats.
The V6 delivers good acceleration for most needs and is hooked to a 4-speed automatic transmission. The V8 works with a more responsive 5-speed automatic and allows quick starts off the line and good 65-75 mph passing times. It loafs at 1900 rpm at 65 mph.
Fuel Thirsty
Both engines are fuel thirsty, partly because the 4Runner weighs from 4,025 to 4,450 pounds. Estimated economy with the V6 is 17-18 mpg in the city and 20-21 on highways. Figures with the V8 are 15-16 in the city and 19-20 on the highway. Higher numbers are with rear-drive, while 4-wheel-drive trims deliver the lower figures.
The engines have a new cranking hold system that keeps the starter engaged from the time the ignition switch is turned on until the engine fires up. That helps prevent "starter overrun" and frees a driver from holding the ignition key in the start position until the engine comes to life.
The 4Runner is offered in SR5, new Sport and top-line Limited trims. Even the SR5 is well-equipped, so there is no inexpensive base trim.
The V8 base prices range from $28,005 to $34,205 for rear-drive and from $30,280 to $36,480 for 4-wheel-drive versions. The V6 versions aren't on sale as of this writing, but are due early next year. Toyota says their base prices will average about $700 to $1,100 less than that of V8s.
Overwrought Styling?
No matter what engine, the 4Runner has significantly new styling. Some may feel it's overwrought, with body cladding, running boards and a nonfunctional-but-prominent hood scoop. Others might feel it looks "muscular."
Styling aside, the 4Runner is considerably different than its predecessors. It's 5.7 inches longer with a wheelbase stretched 4.5 inches. It's also several inches wider and higher. A wider stance improves handling.
The 4-wheel drive system with the V6 can be left engaged on dry pavement, while the V8 version has full-time 4-wheel drive. The rugged 4Runner is designed to be comfortable during off-road driving, so both systems have low-range gearing. They also have a Downhill Assist Control system that improves directional control during descent on slippery or steep surfaces.
Lots of Driver Assists
The 4Runner is loaded with driver assists. One is its Hill-start Assist Control system, which should be especially appreciated by those living in hilly areas. The system comes on all 2- and 4-wheel-drive versions and is a "first" for a sport ute.
By controlling the brakes, Hill-start increases stability for improved control on steep upgrades and stopping and starting on slippery surfaces. It helps prevent the 4Runner from rolling backward or slipping sideways during transition from a stopped position to climbing an upgrade.
Electronic traction control and anti-skid systems also are standard.
Desirable Handling Option
Thanks to such features, handling is decent for such a tall, heavy sport-ute. But the best agility is with the new Yamaha-developed diagonal-linked relative absorber sport enhanced suspension system. That's a mouthful, so Toyota says you can just call it X-REAS. This special shock absorber setup improves on-road handling and cuts down on body pitch and lean in corners.
The X-REAS system is standard for the Sport and optional for the Limited. It stiffens the ride a little, but should be standard for all 4Runners, especially since many buyers of larger sport utilities are concerned about possible roll-over situations.
Safety Features
Safety features include an option that has front side airbags working with front and rear curtain-shield airbags.
The 4Runner has a generally smooth ride, but it isn't as smooth as rides from car-based sport-utility vehicles—or those with an independent rear suspension.
The variable-assist power rack-and-pinion steering is suitably fast. Standard anti-lock brakes are easily modulated despite a rather soft pedal and have brake assist and electronic brake-force-distribution features.
Extra effort is needed to get in and out of the tall 4Runner, and its narrow running boards are more of a hindrance than a help for those with large shoes. At least the windshield posts have large grab handles to assist entry and exit—especially for elderly folks.
No Third-Row Seat
The quiet interior contains room for four tall adults, but no third-row seat is offered although it's all the rage for midsize sport utes. The nicely designed dashboard has easily read gauges and large controls for the sound and climate control systems.
Front seats are especially supportive, and there's a tilt/telescoping steering wheel. The ignition switch is easy to find on the dashboard, but power window controls are a little too low on the driver's door.
The front of the console has large cupholders, and all doors have storage pockets. Rear windows roll down all the way, and the back doors have bottle holders. Occupants sit high but rear-seat cushions are rather low.
Large Cargo Area
The standard power tailgate window can often come in handy if owners do lots of shopping. And the cargo area is large, despite wheelwell housings that eat into some of its space. The entire split rear seat—not just seatbacks—folds forward to greatly enlarge the cargo area.
There is no large, unsightly engine cover, and the hood swings up smoothly on struts. Fluid filler areas are within easy reach, and six powerful windshield washer jets show good attention to detail.
Toyota has been introducing a larger number of light truck models, and its redesigned 4Runner should give it a much stronger presence in the midsize sport-utility market.
MSN Review by Dan Jedlicka
2003 Toyota 4Runner
Pros:
Roomy
Fast
Adroit handling with optional suspension
-------------------------------------------------------------------------------
Cons:
High step-in
Low fuel economy
No third-row seat
--------------------------------------------------------------------------------
Bottom Line:
Toyota gives its midsize sport-utility a much-needed redesign.
The Toyota 4Runner has become increasingly marginal in the competitive midsize sport-utility vehicle market for the past few years, but the significantly redesigned version brings this Toyota up to speed again.
The 4Runner has a familiar name, having been introduced in 1985 with sales of more than 1.2 million units. But the 2002 version was saddled with a 6-year-old design that had to compete with a large number of new sport-utes unveiled in the past few years.
All is well, now, though, because the 2003 model is larger, roomier, stronger and more powerful. There are new features, a better chassis, bigger wheels and the first 4Runner V8.
The new body-on-frame chassis design with full-length boxed section frame rails makes the 4Runner feel very solid, especially during off-road use. Toyota's tamer midsize Highlander sport ute is car-based and not meant for off-road running.
Why the odd name? Toyota says combine "4-wheel drive" and "off-road Runner" and you have "4Runner."
First V8
Most 4Runner buyers are expected to buy the standard new aluminum 4-liter 245-horsepower V6. That engine produces more power than the 4.7-liter 235-horsepower V8. That V8 is used in other Toyota models, but is the first 4Runner V8. It has more torque than the V6 to make it easier to do such things as hauling items including big boats.
The V6 delivers good acceleration for most needs and is hooked to a 4-speed automatic transmission. The V8 works with a more responsive 5-speed automatic and allows quick starts off the line and good 65-75 mph passing times. It loafs at 1900 rpm at 65 mph.
Fuel Thirsty
Both engines are fuel thirsty, partly because the 4Runner weighs from 4,025 to 4,450 pounds. Estimated economy with the V6 is 17-18 mpg in the city and 20-21 on highways. Figures with the V8 are 15-16 in the city and 19-20 on the highway. Higher numbers are with rear-drive, while 4-wheel-drive trims deliver the lower figures.
The engines have a new cranking hold system that keeps the starter engaged from the time the ignition switch is turned on until the engine fires up. That helps prevent "starter overrun" and frees a driver from holding the ignition key in the start position until the engine comes to life.
The 4Runner is offered in SR5, new Sport and top-line Limited trims. Even the SR5 is well-equipped, so there is no inexpensive base trim.
The V8 base prices range from $28,005 to $34,205 for rear-drive and from $30,280 to $36,480 for 4-wheel-drive versions. The V6 versions aren't on sale as of this writing, but are due early next year. Toyota says their base prices will average about $700 to $1,100 less than that of V8s.
Overwrought Styling?
No matter what engine, the 4Runner has significantly new styling. Some may feel it's overwrought, with body cladding, running boards and a nonfunctional-but-prominent hood scoop. Others might feel it looks "muscular."
Styling aside, the 4Runner is considerably different than its predecessors. It's 5.7 inches longer with a wheelbase stretched 4.5 inches. It's also several inches wider and higher. A wider stance improves handling.
The 4-wheel drive system with the V6 can be left engaged on dry pavement, while the V8 version has full-time 4-wheel drive. The rugged 4Runner is designed to be comfortable during off-road driving, so both systems have low-range gearing. They also have a Downhill Assist Control system that improves directional control during descent on slippery or steep surfaces.
Lots of Driver Assists
The 4Runner is loaded with driver assists. One is its Hill-start Assist Control system, which should be especially appreciated by those living in hilly areas. The system comes on all 2- and 4-wheel-drive versions and is a "first" for a sport ute.
By controlling the brakes, Hill-start increases stability for improved control on steep upgrades and stopping and starting on slippery surfaces. It helps prevent the 4Runner from rolling backward or slipping sideways during transition from a stopped position to climbing an upgrade.
Electronic traction control and anti-skid systems also are standard.
Desirable Handling Option
Thanks to such features, handling is decent for such a tall, heavy sport-ute. But the best agility is with the new Yamaha-developed diagonal-linked relative absorber sport enhanced suspension system. That's a mouthful, so Toyota says you can just call it X-REAS. This special shock absorber setup improves on-road handling and cuts down on body pitch and lean in corners.
The X-REAS system is standard for the Sport and optional for the Limited. It stiffens the ride a little, but should be standard for all 4Runners, especially since many buyers of larger sport utilities are concerned about possible roll-over situations.
Safety Features
Safety features include an option that has front side airbags working with front and rear curtain-shield airbags.
The 4Runner has a generally smooth ride, but it isn't as smooth as rides from car-based sport-utility vehicles—or those with an independent rear suspension.
The variable-assist power rack-and-pinion steering is suitably fast. Standard anti-lock brakes are easily modulated despite a rather soft pedal and have brake assist and electronic brake-force-distribution features.
Extra effort is needed to get in and out of the tall 4Runner, and its narrow running boards are more of a hindrance than a help for those with large shoes. At least the windshield posts have large grab handles to assist entry and exit—especially for elderly folks.
No Third-Row Seat
The quiet interior contains room for four tall adults, but no third-row seat is offered although it's all the rage for midsize sport utes. The nicely designed dashboard has easily read gauges and large controls for the sound and climate control systems.
Front seats are especially supportive, and there's a tilt/telescoping steering wheel. The ignition switch is easy to find on the dashboard, but power window controls are a little too low on the driver's door.
The front of the console has large cupholders, and all doors have storage pockets. Rear windows roll down all the way, and the back doors have bottle holders. Occupants sit high but rear-seat cushions are rather low.
Large Cargo Area
The standard power tailgate window can often come in handy if owners do lots of shopping. And the cargo area is large, despite wheelwell housings that eat into some of its space. The entire split rear seat—not just seatbacks—folds forward to greatly enlarge the cargo area.
There is no large, unsightly engine cover, and the hood swings up smoothly on struts. Fluid filler areas are within easy reach, and six powerful windshield washer jets show good attention to detail.
Toyota has been introducing a larger number of light truck models, and its redesigned 4Runner should give it a much stronger presence in the midsize sport-utility market.
Thai
Elite Member
Link:
BestStuff.com Review
2003 Toyota 4Runner
Beth Stein
Like a first-born child patiently enduring the new baby in the house, the Toyota 4Runner has been overshadowed in recent years by the introduction of the Highlander. Both are mid-sized sport utilities, but aimed at different audiences. The Highlander is car-based and seeks mostly the family/carpool business, while the 4Runner is truck-based and has real off-road capability.
But big brother doesn’t need to stand by quietly any longer and take it. 2003 finds a brand new 4Runner positioned to resume the spotlight with more power and increased comforts. Toyota’s mid-sized mainstay continues its tradition of solid off-road ruggedness, but with more civility than ever before.
The Good News
The 4Runner is based not on the Tacoma pickup, but on the larger Prado, a sport utility not sold in the U.S. This platform is not quite as large as the Land Cruiser/Sequoia, but close.
The 4Runner comes in three trim levels with a choice of two engines and 2-wheel or 4-wheel drive. The one I tested was the 4Runner Sport, the middle of the three trim levels, with a V-8 engine and 2-wheel drive. This means I didn’t get to experience any of the 4Runner’s new electronic systems assisting off-road maneuvers, nor its optimum horsepower. The V-6 actually produces10 more horses than the V-8, but torque is the real mark between these two engines. V-8-equipped 4Runners get full-time four-wheel drive, while the V-6’s setup is part-time.
The 4Runner’s V-8 is akin to the 4.7-liter, twin cam, 32-valve i-Force powerplant found in the Tundra, Sequoia and Land Cruiser. It produces 235 horses at 4800 rpm and an impressive 320 lb-ft torque at 3,400 rpm. This new 4Runner doesn’t lack for acceleration in any situation, thanks to a broad band for that torque. It is a more-than-willing partner.
Mated to the V-8 is a five-speed automatic that delivers the 4Runner’s new power seamlessly. In fact, “seamless” pretty much applies across the board to this revised sport utility. Although Toyota has kept intact the 4Runner’s long-standing mission of being a true off-roader, much has been done to improve its comforts.
Among those improvements are larger dimensions. It is 189 inches in overall length now (an increase of almost 6 inches) with a 109.8-inch wheelbase for smoother ride and 73.8-inch overall width. That means more room in every direction for passengers and cargo, especially notable in the back seat. Cargo capacity now stands at 42.2 cubic feet with rear seats in place, 75.1 with seats folded.
Much has also been done to better ride quality. Especially interesting is the X-Relative Absorber System. It sounds like something from Star Trek, but actually derives its inspiration from race cars. The system minimizes rolls so this 4Runner can tackle corners less like a truck, more like, well, a race car. It’s an excellent system, and it’s standard on the Sport model I tested.
Also standard on the Sport are hood scoop, fog lamps, six-spoke 17-inch alloy wheels, special badging, color-keyed heated mirrors and silver-painted grille, door handles and roof rails. New standard safety measures include dual-stage airbags and anti-lock brakes. Side curtain airbags are optional.
The Bad News
I find little to dislike about this new 4Runner. Toyota has solved its biggest drawback, which was interior space constraints, and given it considerable boost in power. Some might grumble that added weight (about 350 pounds total) compromises some of its off-road spirit. But the 9.1 inches of ground clearance and, again, the added torque, go a long way towards silencing those critics.
Gas mileage
EPA rated at 16 mpg city/20 highway 2WD
Price
Manufacturer’s base, $29,800;
Price as tested, $31,716
Is it worth it?
As nice as this new 4Runner is, I’m a little put off by a $31,000 sport utility that doesn’t include four-wheel drive. That price does buy you V-8 power, rugged body-on-frame construction and all the upscale amenities one expects in today’s SUV, however.
The 4Runner has been Toyota’s best-selling sport utility, mostly because it was for a long time its most affordable. Even with the introduction of the thrifty compact RAV4 and the Highlander, the 4Runner still occupies an important niche in Toyota’s lineup because it offers the off-road ruggedness the others don’t.
But these car-based SUVs have raised the bar in terms of what people expect in comfort and responsive performance in a sport utility. Now that the 4Runner has risen to meet those standards, and done so without softening its off-road image, I think its slot in the Toyota family is secure.
BestStuff.com Review
2003 Toyota 4Runner
Beth Stein
Like a first-born child patiently enduring the new baby in the house, the Toyota 4Runner has been overshadowed in recent years by the introduction of the Highlander. Both are mid-sized sport utilities, but aimed at different audiences. The Highlander is car-based and seeks mostly the family/carpool business, while the 4Runner is truck-based and has real off-road capability.
But big brother doesn’t need to stand by quietly any longer and take it. 2003 finds a brand new 4Runner positioned to resume the spotlight with more power and increased comforts. Toyota’s mid-sized mainstay continues its tradition of solid off-road ruggedness, but with more civility than ever before.
The Good News
The 4Runner is based not on the Tacoma pickup, but on the larger Prado, a sport utility not sold in the U.S. This platform is not quite as large as the Land Cruiser/Sequoia, but close.
The 4Runner comes in three trim levels with a choice of two engines and 2-wheel or 4-wheel drive. The one I tested was the 4Runner Sport, the middle of the three trim levels, with a V-8 engine and 2-wheel drive. This means I didn’t get to experience any of the 4Runner’s new electronic systems assisting off-road maneuvers, nor its optimum horsepower. The V-6 actually produces10 more horses than the V-8, but torque is the real mark between these two engines. V-8-equipped 4Runners get full-time four-wheel drive, while the V-6’s setup is part-time.
The 4Runner’s V-8 is akin to the 4.7-liter, twin cam, 32-valve i-Force powerplant found in the Tundra, Sequoia and Land Cruiser. It produces 235 horses at 4800 rpm and an impressive 320 lb-ft torque at 3,400 rpm. This new 4Runner doesn’t lack for acceleration in any situation, thanks to a broad band for that torque. It is a more-than-willing partner.
Mated to the V-8 is a five-speed automatic that delivers the 4Runner’s new power seamlessly. In fact, “seamless” pretty much applies across the board to this revised sport utility. Although Toyota has kept intact the 4Runner’s long-standing mission of being a true off-roader, much has been done to improve its comforts.
Among those improvements are larger dimensions. It is 189 inches in overall length now (an increase of almost 6 inches) with a 109.8-inch wheelbase for smoother ride and 73.8-inch overall width. That means more room in every direction for passengers and cargo, especially notable in the back seat. Cargo capacity now stands at 42.2 cubic feet with rear seats in place, 75.1 with seats folded.
Much has also been done to better ride quality. Especially interesting is the X-Relative Absorber System. It sounds like something from Star Trek, but actually derives its inspiration from race cars. The system minimizes rolls so this 4Runner can tackle corners less like a truck, more like, well, a race car. It’s an excellent system, and it’s standard on the Sport model I tested.
Also standard on the Sport are hood scoop, fog lamps, six-spoke 17-inch alloy wheels, special badging, color-keyed heated mirrors and silver-painted grille, door handles and roof rails. New standard safety measures include dual-stage airbags and anti-lock brakes. Side curtain airbags are optional.
The Bad News
I find little to dislike about this new 4Runner. Toyota has solved its biggest drawback, which was interior space constraints, and given it considerable boost in power. Some might grumble that added weight (about 350 pounds total) compromises some of its off-road spirit. But the 9.1 inches of ground clearance and, again, the added torque, go a long way towards silencing those critics.
Gas mileage
EPA rated at 16 mpg city/20 highway 2WD
Price
Manufacturer’s base, $29,800;
Price as tested, $31,716
Is it worth it?
As nice as this new 4Runner is, I’m a little put off by a $31,000 sport utility that doesn’t include four-wheel drive. That price does buy you V-8 power, rugged body-on-frame construction and all the upscale amenities one expects in today’s SUV, however.
The 4Runner has been Toyota’s best-selling sport utility, mostly because it was for a long time its most affordable. Even with the introduction of the thrifty compact RAV4 and the Highlander, the 4Runner still occupies an important niche in Toyota’s lineup because it offers the off-road ruggedness the others don’t.
But these car-based SUVs have raised the bar in terms of what people expect in comfort and responsive performance in a sport utility. Now that the 4Runner has risen to meet those standards, and done so without softening its off-road image, I think its slot in the Toyota family is secure.
Thai
Elite Member
Link:
Miami's Community Review of 4Runner
2003 Toyota 4Runner improves on perfection
BY RON BEASLEY
Automotive Editor
Toyota’s 4Runner has been amazingly successful for the company, with more than 1.2 million copies of the dependable sport utility vehicle sold since it was introduced in 1985. And, through three generations, it has pretty much set the standard for the industry.
Now comes a new version in the 2003 and if it is possible to improve upon perfection, then the Toyota engineers have certainly done just that. This fourth generation 4Runner, with a host of technological advances, has an even better off-road capability than earlier versions, thanks to Electronic Traction Control and Downhill Assist Control, new innovations that allow the vehicle to climb and descend mountainous terrain with virtually no help from the driver.
The 2003 4Runner, with a 109.8-inch wheelbase and a curb weight of 4,290 pounds is based on a new version of Toyota’s Land Cruiser, and is built on the same platform as the recently introduced and much heralded Lexus GX470, with a ladder frame incorporating nine crossmembers for stiffness. The suspension system has independent double-A arms and coil springs in front and a solid axle with four links and coil springs in the rear, with air suspension as an option. There are disc brakes all around, with an ABS system, and rack-and-pinion steering.
At the same time, the new 4Runner is larger, roomier, delivers more power, has better fuel efficiency and gives an improved ride with more comfort. It also handles better on the highway.
But, it is the drive train that makes the new 4Runner exciting, with a powerful V-6 as standard equipment and a V-8 offered for the first time in this line. The V-6 is an all-new aluminum DOHC, 4.0-liter, 245 hp engine, with four valves per cylinder and Toyota’s patented variable valve timing system. Mated to a four-speed automatic, the V-6 is smooth and quiet, more than adequate for the daily commute.
The optional V-8 is the same 235 hp, 4.7-liter, DOHC, 32-valve engine that is used in the Tundra, Sequoia, Land Cruiser and Lexus LX470. Coupled to a new and very smooth five-speed automatic transmission, this is a very special drive train. It is this package that will excite boaters because it is rated at 5,000 pounds towing capacity, more than enough to get the family boat to the launch ramp on weekends, and all 4Runners come standard with a trailer hitch.
The 4Runner is available as a 4x2, but it is as a 4x4 that this baby performs best. The two-speed transfer case and locking center differential ensure an efficient torque split, providing superb off-road handling; the suspension is tough, almost perfect, and the Downhill Assist Control (DAC) system allows a driver to point the vehicle down the side of a steep hill and allow the SUV to pick its way to the bottom with little or no human assistance. The system is a bit noisy, but the technology is simply amazing.
Toyota is shipping 4Runner in three levels, with a price range of about $24,000 to $35,000:
• SR5 carries enough goodies to make it seem like it is not the base model; is the least expensive and most popular trim level, with 16-inch steel wheels, roof rack (120-pound capacity), gray metallic bumpers, fender flares and lower cladding and cloth interior.
• Sport Edition looks more imposing, with a fake hood scoop, bigger wheels and tires; comes with Toyota’s new X-REAS shock-damping system, a hydraulic system that improves stability and handling in turns. The SE also has a silver-painted grille, roof rack, fog lamps, color-keyed outside mirrors and 17-inch alloy wheels.
• Limited has a monochrome, leather trim interior, power seats and seat heaters, silver painted running boards, color-keyed bumpers, cladding, fender flares and door handles.
Our SR5 test vehicle was a 4x2 equipped with the V-8 engine and delivered about 16 mpg around town and 20 mpg on the highway. Other standard equipment included 17-inch wheels, a JBL 10-speaker sound system, curtain and side airbags and a leather steering wheel and shift knob, all helping to boost the base $28,005 price tag to $30,761.
Miami's Community Review of 4Runner
2003 Toyota 4Runner improves on perfection
BY RON BEASLEY
Automotive Editor
Toyota’s 4Runner has been amazingly successful for the company, with more than 1.2 million copies of the dependable sport utility vehicle sold since it was introduced in 1985. And, through three generations, it has pretty much set the standard for the industry.
Now comes a new version in the 2003 and if it is possible to improve upon perfection, then the Toyota engineers have certainly done just that. This fourth generation 4Runner, with a host of technological advances, has an even better off-road capability than earlier versions, thanks to Electronic Traction Control and Downhill Assist Control, new innovations that allow the vehicle to climb and descend mountainous terrain with virtually no help from the driver.
The 2003 4Runner, with a 109.8-inch wheelbase and a curb weight of 4,290 pounds is based on a new version of Toyota’s Land Cruiser, and is built on the same platform as the recently introduced and much heralded Lexus GX470, with a ladder frame incorporating nine crossmembers for stiffness. The suspension system has independent double-A arms and coil springs in front and a solid axle with four links and coil springs in the rear, with air suspension as an option. There are disc brakes all around, with an ABS system, and rack-and-pinion steering.
At the same time, the new 4Runner is larger, roomier, delivers more power, has better fuel efficiency and gives an improved ride with more comfort. It also handles better on the highway.
But, it is the drive train that makes the new 4Runner exciting, with a powerful V-6 as standard equipment and a V-8 offered for the first time in this line. The V-6 is an all-new aluminum DOHC, 4.0-liter, 245 hp engine, with four valves per cylinder and Toyota’s patented variable valve timing system. Mated to a four-speed automatic, the V-6 is smooth and quiet, more than adequate for the daily commute.
The optional V-8 is the same 235 hp, 4.7-liter, DOHC, 32-valve engine that is used in the Tundra, Sequoia, Land Cruiser and Lexus LX470. Coupled to a new and very smooth five-speed automatic transmission, this is a very special drive train. It is this package that will excite boaters because it is rated at 5,000 pounds towing capacity, more than enough to get the family boat to the launch ramp on weekends, and all 4Runners come standard with a trailer hitch.
The 4Runner is available as a 4x2, but it is as a 4x4 that this baby performs best. The two-speed transfer case and locking center differential ensure an efficient torque split, providing superb off-road handling; the suspension is tough, almost perfect, and the Downhill Assist Control (DAC) system allows a driver to point the vehicle down the side of a steep hill and allow the SUV to pick its way to the bottom with little or no human assistance. The system is a bit noisy, but the technology is simply amazing.
Toyota is shipping 4Runner in three levels, with a price range of about $24,000 to $35,000:
• SR5 carries enough goodies to make it seem like it is not the base model; is the least expensive and most popular trim level, with 16-inch steel wheels, roof rack (120-pound capacity), gray metallic bumpers, fender flares and lower cladding and cloth interior.
• Sport Edition looks more imposing, with a fake hood scoop, bigger wheels and tires; comes with Toyota’s new X-REAS shock-damping system, a hydraulic system that improves stability and handling in turns. The SE also has a silver-painted grille, roof rack, fog lamps, color-keyed outside mirrors and 17-inch alloy wheels.
• Limited has a monochrome, leather trim interior, power seats and seat heaters, silver painted running boards, color-keyed bumpers, cladding, fender flares and door handles.
Our SR5 test vehicle was a 4x2 equipped with the V-8 engine and delivered about 16 mpg around town and 20 mpg on the highway. Other standard equipment included 17-inch wheels, a JBL 10-speaker sound system, curtain and side airbags and a leather steering wheel and shift knob, all helping to boost the base $28,005 price tag to $30,761.
Thai
Elite Member
Link:
The Oakland Tribune Review
Toyota 4Runner: A makeover worth waiting for
By Jim Grodnik
Watching Toyota lavish attention on the rest of its growing stable of SUVs, the neglected 4Runner must have wondered, What am I, chopped liver?
For seven long years, Toyota gave scant notice to the durable, midsize 4Runner. Meanwhile, the Japanese auto giant launched the new Highlander and Sequoia SUVs, gave the small RAV-4 a complete makeover and upgraded the engine, transmission and safety features of the giant Land Cruiser.
Now, finally, its the 4Runner's turn for some corporate attention, and all is forgiven. The 2003 model, which arrived in showrooms a month ago, has morphed into a civilized, powerful vehicle that looks and acts like a younger brother of the mighty Land Cruiser.
In fact, the new 4Runner is based on a vehicle that actually is a Land Cruiser in the rest of the world. Where the previous 4Runner was built on the frame of the Toyota Tacoma compact truck, the new model rides on the chassis of the much larger Land Cruiser Prado.
And dont be embarrassed if youve never heard of the Prado, few in this county have. Its an international SUV thats especially popular with United Nations expeditions and wealthy Saudis. It also furnishes the platform for the new Lexus GX 470 introduced earlier this year.
Although the 2003 4Runner has more rounded contours than the previous version (which resembles a pickup truck with a camper shell), it still wont win any beauty contests. In fact, it looks like the result of a mating between a Land Cruiser and a Mitsubishi Montero. Fortunately, the ungainly cladding clinging to my test vehicle was the same silver color as the body, so it was not overly conspicuous.
Under its broad hood is the first V-8 offered in a 4Runner, the same 4.7-liter engine that powers Toyotas Tundra and Sequoia trucks. It delivers a stump-pulling 320 pound-feet of torque that accelerates effortlessly at a nudge of the pedal and loafs along in near-silence at freeway speeds. In January, a new engine option will arrive. Its an all-aluminum 4.0-liter V-6, that kicks out 245 horsepower (10 more than the V-8) but generates less torque.
The 4Runner has a frame-on-ladder truck chassis for toughness on rough terrain, but its longer wheelbase manages to deliver a carlike ride. The firm, true steering needs no micromanaging to stay on course.
Toyotas strategy in the midsize SUV division is to offer the 4Runner for those who want the functionality (or the image) of an SUV, and the more minivanlike Highlander for those who value comfort and convenience.
Nonetheless, my test car was quite handy for everyday errands. For instance, theres a two-tiered cargo shelf behind the second seat. For grocery shopping, I put full cartons on the second shelf and the bags underneath. When it came time for a trip to the garden supply store, the shelf folded flat on the floor to accommodate five bags of mulch. And when I had to leave my laptop in the back, a pull-out shade provided trunk-like privacy.
Further praise: The window on the tailgate can be opened with a dashboard switch or by turning the key in the hatch. The hatch swings up on pneumatic hinges, high enough for a six-footer to walk under.
Power seats were very comfortable, with a lumbar support that hit my back in just the right spot, with just the right pressure. The steering wheel both tilts and telescopes.
The fuel gauge has a sensor that knows when the vehicle is on a hill and adjusts accordingly. (Theres no excuse for running out of gas.)
Some criticism: Because of the optional navigation system, a touch screen is required for radio controls. OK, I can live with that. But keeping the station display on the screen required periodic button pushing.
The instrument display has un-Toyota-like complexity, with one of the round gauges displaying three different functions. Keep it simple, please.
Standard features abound, even on the base SR5 model that I drove. It has all the usual power assists, as well as an acronym extravaganza of safety and off-road devices that includes antilock brakes (ABS) and four-wheel drive (4WD). New this year are downhill assist control (DAC) and hill-start assistance control (HAC), which help maintain control descending or climbing grades. The Sport model adds a leather-wrapped steering wheel with audio and cruise controls.
Finally, theres the $40,000 4Runner Limited, which you might be reluctant to drive in the wilds. It comes with leather upholstery, rear-seat audio with remote control and wireless headphone capability, dual climate control and fancier interior trim.
An orphan no more, the new 4Runner belongs squarely in the middle of the Toyota SUV family photograph. I'd say it also belongs atop the shopping list for anyone considering a rugged but well-mannered midsize SUV. And if chopped liver is on your list, try Andronico's.
THIS N THAT: Toyota expects about three-quarters of 4Runner buyers to chose the V-6 engine . . . more than 1.2 million 4Runners have been sold since their introduction in 1985 . . . the 4Runner is available in two- or four-wheel drive.
The Oakland Tribune Review
Toyota 4Runner: A makeover worth waiting for
By Jim Grodnik
Watching Toyota lavish attention on the rest of its growing stable of SUVs, the neglected 4Runner must have wondered, What am I, chopped liver?
For seven long years, Toyota gave scant notice to the durable, midsize 4Runner. Meanwhile, the Japanese auto giant launched the new Highlander and Sequoia SUVs, gave the small RAV-4 a complete makeover and upgraded the engine, transmission and safety features of the giant Land Cruiser.
Now, finally, its the 4Runner's turn for some corporate attention, and all is forgiven. The 2003 model, which arrived in showrooms a month ago, has morphed into a civilized, powerful vehicle that looks and acts like a younger brother of the mighty Land Cruiser.
In fact, the new 4Runner is based on a vehicle that actually is a Land Cruiser in the rest of the world. Where the previous 4Runner was built on the frame of the Toyota Tacoma compact truck, the new model rides on the chassis of the much larger Land Cruiser Prado.
And dont be embarrassed if youve never heard of the Prado, few in this county have. Its an international SUV thats especially popular with United Nations expeditions and wealthy Saudis. It also furnishes the platform for the new Lexus GX 470 introduced earlier this year.
Although the 2003 4Runner has more rounded contours than the previous version (which resembles a pickup truck with a camper shell), it still wont win any beauty contests. In fact, it looks like the result of a mating between a Land Cruiser and a Mitsubishi Montero. Fortunately, the ungainly cladding clinging to my test vehicle was the same silver color as the body, so it was not overly conspicuous.
Under its broad hood is the first V-8 offered in a 4Runner, the same 4.7-liter engine that powers Toyotas Tundra and Sequoia trucks. It delivers a stump-pulling 320 pound-feet of torque that accelerates effortlessly at a nudge of the pedal and loafs along in near-silence at freeway speeds. In January, a new engine option will arrive. Its an all-aluminum 4.0-liter V-6, that kicks out 245 horsepower (10 more than the V-8) but generates less torque.
The 4Runner has a frame-on-ladder truck chassis for toughness on rough terrain, but its longer wheelbase manages to deliver a carlike ride. The firm, true steering needs no micromanaging to stay on course.
Toyotas strategy in the midsize SUV division is to offer the 4Runner for those who want the functionality (or the image) of an SUV, and the more minivanlike Highlander for those who value comfort and convenience.
Nonetheless, my test car was quite handy for everyday errands. For instance, theres a two-tiered cargo shelf behind the second seat. For grocery shopping, I put full cartons on the second shelf and the bags underneath. When it came time for a trip to the garden supply store, the shelf folded flat on the floor to accommodate five bags of mulch. And when I had to leave my laptop in the back, a pull-out shade provided trunk-like privacy.
Further praise: The window on the tailgate can be opened with a dashboard switch or by turning the key in the hatch. The hatch swings up on pneumatic hinges, high enough for a six-footer to walk under.
Power seats were very comfortable, with a lumbar support that hit my back in just the right spot, with just the right pressure. The steering wheel both tilts and telescopes.
The fuel gauge has a sensor that knows when the vehicle is on a hill and adjusts accordingly. (Theres no excuse for running out of gas.)
Some criticism: Because of the optional navigation system, a touch screen is required for radio controls. OK, I can live with that. But keeping the station display on the screen required periodic button pushing.
The instrument display has un-Toyota-like complexity, with one of the round gauges displaying three different functions. Keep it simple, please.
Standard features abound, even on the base SR5 model that I drove. It has all the usual power assists, as well as an acronym extravaganza of safety and off-road devices that includes antilock brakes (ABS) and four-wheel drive (4WD). New this year are downhill assist control (DAC) and hill-start assistance control (HAC), which help maintain control descending or climbing grades. The Sport model adds a leather-wrapped steering wheel with audio and cruise controls.
Finally, theres the $40,000 4Runner Limited, which you might be reluctant to drive in the wilds. It comes with leather upholstery, rear-seat audio with remote control and wireless headphone capability, dual climate control and fancier interior trim.
An orphan no more, the new 4Runner belongs squarely in the middle of the Toyota SUV family photograph. I'd say it also belongs atop the shopping list for anyone considering a rugged but well-mannered midsize SUV. And if chopped liver is on your list, try Andronico's.
THIS N THAT: Toyota expects about three-quarters of 4Runner buyers to chose the V-6 engine . . . more than 1.2 million 4Runners have been sold since their introduction in 1985 . . . the 4Runner is available in two- or four-wheel drive.
Thai
Elite Member
Link:
Cars.com Review
By Alan Vonderhaar
Cincinnati Enquirer/Post
Once again, I was one of the few people in town more than 12 years old who delighted in a recent particularly foul stretch of weather. We had it all - sleet, ice, snow, refrozen snow melt, subzero temps - Boreas's full bag of nasty tricks. But I could hardly have been better armed, equipped as I was with one of the first 4th-generation Toyota 4Runners to hit these shores. And this one, whose main duty is to serve as a "factory official's car," had all the goodies.
I might have been totally oblivious to the meteorological mess had I not also been playing host to a pair of 2-wheel-drive machines - but those are tales for another time - suffice it to say, they served as an excellent baseline against which to test the 4Runner.
It has been years since I've been able to recommend a 4Runner with much enthusiasm; the last couple of seasons, it was conspicuously the guest who stayed too long, even though the SUV party was just getting into full swing.
The expiation is now complete; Toyota has once again concocted a benchmark in its niche. So eagerly awaited, and so well received is the 4Runner that it is being bid up over sticker price, as if it were some hot little sports car - not the usual state of affairs in the overheated sport-ute market.
Toyota has the luxury of commanding a large fleet of SUV-type machines, and thus can define each of its own offerings with a precision that eludes many of the all-things-to-all-people competitors.
With models ranging from the "cute-ute" RAV4 up through the slick Highlander and the muscular Sequoia, on up to the earth-moving Land Cruiser, Toyota can tailor its products with finesse.
Thus the 4Runner serves as the most serious-minded off-roader in the family, as is suggested by the advertising which shows it in situations on slopes near Mount Everest. In one particularly silly shot in the brochure, a pristine 4Runner is seen on a steep slope, with Everest in the background. The caption tells us it is 1.5 kilometers north of the Everest base camp at 17,262 feet above sea level. (They don't specify the type of helicopter used to get it there.)
The 4Runner may not be ready to put sherpas out of work, but it has the power, agility and strength to take on some pretty nasty conditions, if necessary. Paradoxically, it can be had as a 2WD machine at all three levels - SR5, Sport Edition and Limited - for those who prefer their station wagons in off-road guise.
In typical service - taking kids to school or Dad to work - the 4x4 4Runner is gloriously overqualified, as are most 4x4s these days. In 4Runner's case, one would do well to consider what's being given up to achieve that fantasy of exploring trackless wastes - Highlander or Land Cruiser, to name but two alternatives, are appreciably more comfortable than even the Limited Edition I enjoyed.
Not to say it was unpleasant - ride was very good for a body-on-frame truck design, and the greatly improved torsional rigidity of the chassis takes it to a new level of solidity. The interior of the Limited is slathered with leather of excellent quality, and lacks the merely silly eyewash often confused with "luxurious."
The former powerplant seemed a bit wimpy to me - a V-6 with 183 hp and 217 foot-pounds of torque. A new 4-liter, 24-valve V-6 addresses that concern nicely. It makes 245 hp at 5,200 rpm, along with 283 foot-pounds of torque at 3,400. The truly power-hungry can now get a 4.7-liter, 32-valve V-8, rated at 235 hp (yes, they gave a little away) at 4,800, and 320 foot-pounds (a 13 percent bulking up).
Oddly, Toyota specifies a 5,000-pound towing capacity irrespective of whether equipment includes a V-6, V-8, 2WD or 4WD. I believe I'd go for the V-8 in any case, at least with a 4x4 Limited, which weighs in at 4,420 pounds. In that worst-case scenario, EPA estimates are 16 mpg city, 19 highway; the best ratings of course go to a 2WD, V-6 instance: 18/21. I won't cite a mileage figure from my experience this time, because so much of the driving was under rather adverse conditions - or so I was told. I hardly noticed in the Limited I piloted. The V-8 engine adds very little to the up-front price of the machine (a few hundred bucks, varying with trim level) but brings with it a 5-speed automatic transmission instead of the standard 4-speed, as well as a more sophisticated 4WD mechanism.
The V-6 machines have a shift-on-the-fly part-time 4WD mechanism - you'd normally run it as a 2WD rear-drive machine - while those with V-8 have full-time all-wheel drive with a lockup Torsen center differential. The low range setting on both brings a 2.56:1 torque multiplication factor, for creeping or uprooting redwoods.
With the V-8/AWD combo, under stable conditions, 40 percent of torque is sent forward, 60 percent aft. When front wheel spin occurs, as much as 71 percent of torque can be sent aft. If it's the rear wheels that are slipping, up to 53 percent can be sent forward - virtually instantaneously. If you find yourself in serious doo-doo, you can punch a button and lock front and rear axles together.
In a variety of real-world tests, I found the system worked so effortlessly it was hard to tell it was there - even when stomping on the gas on a slippery slope, I detected only the slightest bit of slewing before the 4Runner nonchalantly proceeded.
All series also have Toyota's Downhill Assist Control, a kind of low-speed antilock system that takes over on very steep grades, and Hill Start Assist Control, which detects rearward slippage on a grade and applies the brakes to keep the machine from retrograde motion until the driver can switch to the gas pedal.
Beyond that, all series have 4-wheel ventilated discs with antilock, vehicle skid control, traction control, electronic brake force distribution and brake assist. It's laudable that Toyota makes such leading-edge safety features standard across the line.
The net effect of all the cyber-goodies is to make the driving experience pleasant and relaxed no matter how uncongenial the road conditions. Only some busy-ness and noise from the suspension kept it from earning top marks.
The tester had the optional rear air suspension system coupled with what Toyota calls X-Reas sport enhancement (naming is not their strong suit). With the former, a console-mounted button can raise (1.6 inches) or lower (0.8 inch) the rear end to ease entry or negotiate lumpy terrain. The latter lets diagonally-opposed shocks "talk" to each other. They share a common fluid reservoir and divvy the juice according to the needs of the moment. The brake pedal had a crisp feel, and the large, ventilated discs all around produced the requisite stopping force.
Neither Feds nor insurance people have yet crash-tested the new 4Runner. It comes with multi-stage front air bags and can be fitted with side and side-curtain bags, too. The cheapest 4Runner (2WD, V-6, SR5) starts at $29,000. To move to 4WD will up the ante by $2,275. The priciest, Limited, series starts at $36,480, in 4WD, V-8 form. The tester mercifully lacked "gold kit" and front-end mask, but there were a few options which pushed it past the 40K barrier. An upgraded JBL stereo (AM-FM-cassette-6CD, 10 speakers) is $725; power moonroof, $900; the trick rear suspension, $1,400; side and head curtain air bags, $500; rear spoiler with integrated stop lamp, $200; daytime running lights, $40; carpeted floor mats, $184, and a first aid kit, $29. Total, with freight, was $40,968. At that price payments would be $824, assuming 20 percent down, 10 percent interest and 48 installments. You should be so lucky: Edmunds.com pricing surveys show the average 4Runner going for approximately $2,300 over sticker. While officially discouraged, such gouging must be gratifying to Toyota. When doing your bargaining, bear in mind there's nearly $4,000 worth of markup already in a Limited, proportionately less in lower series.
Cars.com Review
By Alan Vonderhaar
Cincinnati Enquirer/Post
Once again, I was one of the few people in town more than 12 years old who delighted in a recent particularly foul stretch of weather. We had it all - sleet, ice, snow, refrozen snow melt, subzero temps - Boreas's full bag of nasty tricks. But I could hardly have been better armed, equipped as I was with one of the first 4th-generation Toyota 4Runners to hit these shores. And this one, whose main duty is to serve as a "factory official's car," had all the goodies.
I might have been totally oblivious to the meteorological mess had I not also been playing host to a pair of 2-wheel-drive machines - but those are tales for another time - suffice it to say, they served as an excellent baseline against which to test the 4Runner.
It has been years since I've been able to recommend a 4Runner with much enthusiasm; the last couple of seasons, it was conspicuously the guest who stayed too long, even though the SUV party was just getting into full swing.
The expiation is now complete; Toyota has once again concocted a benchmark in its niche. So eagerly awaited, and so well received is the 4Runner that it is being bid up over sticker price, as if it were some hot little sports car - not the usual state of affairs in the overheated sport-ute market.
Toyota has the luxury of commanding a large fleet of SUV-type machines, and thus can define each of its own offerings with a precision that eludes many of the all-things-to-all-people competitors.
With models ranging from the "cute-ute" RAV4 up through the slick Highlander and the muscular Sequoia, on up to the earth-moving Land Cruiser, Toyota can tailor its products with finesse.
Thus the 4Runner serves as the most serious-minded off-roader in the family, as is suggested by the advertising which shows it in situations on slopes near Mount Everest. In one particularly silly shot in the brochure, a pristine 4Runner is seen on a steep slope, with Everest in the background. The caption tells us it is 1.5 kilometers north of the Everest base camp at 17,262 feet above sea level. (They don't specify the type of helicopter used to get it there.)
The 4Runner may not be ready to put sherpas out of work, but it has the power, agility and strength to take on some pretty nasty conditions, if necessary. Paradoxically, it can be had as a 2WD machine at all three levels - SR5, Sport Edition and Limited - for those who prefer their station wagons in off-road guise.
In typical service - taking kids to school or Dad to work - the 4x4 4Runner is gloriously overqualified, as are most 4x4s these days. In 4Runner's case, one would do well to consider what's being given up to achieve that fantasy of exploring trackless wastes - Highlander or Land Cruiser, to name but two alternatives, are appreciably more comfortable than even the Limited Edition I enjoyed.
Not to say it was unpleasant - ride was very good for a body-on-frame truck design, and the greatly improved torsional rigidity of the chassis takes it to a new level of solidity. The interior of the Limited is slathered with leather of excellent quality, and lacks the merely silly eyewash often confused with "luxurious."
The former powerplant seemed a bit wimpy to me - a V-6 with 183 hp and 217 foot-pounds of torque. A new 4-liter, 24-valve V-6 addresses that concern nicely. It makes 245 hp at 5,200 rpm, along with 283 foot-pounds of torque at 3,400. The truly power-hungry can now get a 4.7-liter, 32-valve V-8, rated at 235 hp (yes, they gave a little away) at 4,800, and 320 foot-pounds (a 13 percent bulking up).
Oddly, Toyota specifies a 5,000-pound towing capacity irrespective of whether equipment includes a V-6, V-8, 2WD or 4WD. I believe I'd go for the V-8 in any case, at least with a 4x4 Limited, which weighs in at 4,420 pounds. In that worst-case scenario, EPA estimates are 16 mpg city, 19 highway; the best ratings of course go to a 2WD, V-6 instance: 18/21. I won't cite a mileage figure from my experience this time, because so much of the driving was under rather adverse conditions - or so I was told. I hardly noticed in the Limited I piloted. The V-8 engine adds very little to the up-front price of the machine (a few hundred bucks, varying with trim level) but brings with it a 5-speed automatic transmission instead of the standard 4-speed, as well as a more sophisticated 4WD mechanism.
The V-6 machines have a shift-on-the-fly part-time 4WD mechanism - you'd normally run it as a 2WD rear-drive machine - while those with V-8 have full-time all-wheel drive with a lockup Torsen center differential. The low range setting on both brings a 2.56:1 torque multiplication factor, for creeping or uprooting redwoods.
With the V-8/AWD combo, under stable conditions, 40 percent of torque is sent forward, 60 percent aft. When front wheel spin occurs, as much as 71 percent of torque can be sent aft. If it's the rear wheels that are slipping, up to 53 percent can be sent forward - virtually instantaneously. If you find yourself in serious doo-doo, you can punch a button and lock front and rear axles together.
In a variety of real-world tests, I found the system worked so effortlessly it was hard to tell it was there - even when stomping on the gas on a slippery slope, I detected only the slightest bit of slewing before the 4Runner nonchalantly proceeded.
All series also have Toyota's Downhill Assist Control, a kind of low-speed antilock system that takes over on very steep grades, and Hill Start Assist Control, which detects rearward slippage on a grade and applies the brakes to keep the machine from retrograde motion until the driver can switch to the gas pedal.
Beyond that, all series have 4-wheel ventilated discs with antilock, vehicle skid control, traction control, electronic brake force distribution and brake assist. It's laudable that Toyota makes such leading-edge safety features standard across the line.
The net effect of all the cyber-goodies is to make the driving experience pleasant and relaxed no matter how uncongenial the road conditions. Only some busy-ness and noise from the suspension kept it from earning top marks.
The tester had the optional rear air suspension system coupled with what Toyota calls X-Reas sport enhancement (naming is not their strong suit). With the former, a console-mounted button can raise (1.6 inches) or lower (0.8 inch) the rear end to ease entry or negotiate lumpy terrain. The latter lets diagonally-opposed shocks "talk" to each other. They share a common fluid reservoir and divvy the juice according to the needs of the moment. The brake pedal had a crisp feel, and the large, ventilated discs all around produced the requisite stopping force.
Neither Feds nor insurance people have yet crash-tested the new 4Runner. It comes with multi-stage front air bags and can be fitted with side and side-curtain bags, too. The cheapest 4Runner (2WD, V-6, SR5) starts at $29,000. To move to 4WD will up the ante by $2,275. The priciest, Limited, series starts at $36,480, in 4WD, V-8 form. The tester mercifully lacked "gold kit" and front-end mask, but there were a few options which pushed it past the 40K barrier. An upgraded JBL stereo (AM-FM-cassette-6CD, 10 speakers) is $725; power moonroof, $900; the trick rear suspension, $1,400; side and head curtain air bags, $500; rear spoiler with integrated stop lamp, $200; daytime running lights, $40; carpeted floor mats, $184, and a first aid kit, $29. Total, with freight, was $40,968. At that price payments would be $824, assuming 20 percent down, 10 percent interest and 48 installments. You should be so lucky: Edmunds.com pricing surveys show the average 4Runner going for approximately $2,300 over sticker. While officially discouraged, such gouging must be gratifying to Toyota. When doing your bargaining, bear in mind there's nearly $4,000 worth of markup already in a Limited, proportionately less in lower series.
Thai
Elite Member
'03 4Runner is SUV of the Year by Truckin's SUV magazine:
http://www.toyota-4runner.org/showthread.php?s=&threadid=251
Enjoy.
http://www.toyota-4runner.org/showthread.php?s=&threadid=251
Enjoy.
4Runner Goes The Distance
Globe and Mail:
4Runner Goes The Distance
Toyota's rough and tumble SUV takes refinement in its stride
By Richard Russell
Thursday, March 20, 2003
When the 4Runner was introduced in 1985, it was little more than a composite cap atop a pickup truck. Toyota's first and only sport-utility vehicle helped establish the segment. Now the Toyota SUV lineup includes the RAV4, Highlander, 4Runner, Sequoia and (U.S. only) Land Cruiser.
The fourth-generation 4Runner returns to its roots, emphasizing off-road prowess, letting its Highlander and Sequoia siblings meet the needs of soft-roaders interested in straying off the pavement on only rare occasions. It is ironic that technology and Toyota's knowledge base have resulted in a 4Runner that is not only far more capable in serious off-road situations than any previous Toyota, but pretty darn impressive on the smooth stuff as well. Extensive development work has resulted in a far more sophisticated and refined product. The 2003 4Runner is a road-to-roof redesign with new sheet metal, engines, transmissions and drivetrain. In addition to more power and off-road ability, the 4Runner offers a more comfortable ride and vastly improved handling on smooth surfaces. A fully boxed frame and nine crossmembers result in a significantly more rigid vehicle. The new chassis is 1143 mm longer and 762 mm wider, resulting in big increases in head, leg and shoulder room in all seating positions. Toyota spokesman Junichi Furuyama says that early in the development process the automaker "scrapped the idea of adding millimetres and began thinking in terms of cubic feet."
Climbing into the cab for the first time you immediately get the impression of more space than in the past. New seats provide lots of support and long-distance comfort thanks to being positioned further off the floor. Both front seats adjust for height and the driver gets an adjustable lumbar support. The rear splits 60/40 and can be folded flat without having to remove the head restraints. The instrument panel is bright, legible and logical. The centre stack houses entertainment, HVAC and displays. A couple of little mirrors atop the D-pillars aid reversing by allowing the driver to monitor the rear bumper. Quality materials and the usual Toyota craftsmanship are evident everywhere. The cargo space is huge with tie-downs and grocery bag hooks placed in appropriate spots.
The additional size and strength means more weight, about 100 kilos worth. But two new, more powerful engines offset it. The standard V6 is a brand new, all-aluminum 4.0-litre DOHC unit that forms the basis for a new family of Toyota truck engines. This unit produces a stout 245 hp and 283 lb-ft of torque, 10 horsepower more than the optional eight, which has a distinct edge in terms of torque. The latter marks the first appearance of a V8 in the 4Runner and it's a beauty, the same 4.7-litre unit found in the Sequoia SUV and Tundra pickup. Silky smooth, quiet and tractable, it produces 235 horsepower and 320 lb-ft of torque. The standard V6 comes mated to a 4-speed automatic. The new 5-speed automatic coupled to the V8 is adaptive, in that it learns and adjusts to the driver's style, managing shifts according to engine load and speed. It also utilizes both up- and downhill shift logic by monitoring vehicle speed and throttle angle to remain in the proper gear for added control whether climbing or descending. Regardless of engine or transmission, the 4Runner will tow 5,000 lb and carry 1,000 lb.
Six-cylinder models come with a part-time 4-wheel drive system while V8's get a more sophisticated full-time system complete with two-speed transfer case. The Torsion centre differential apportions power 40/60 front and rear under normal circumstances, changing that delivery as slippage is detected. It can be locked by means of a switch on the instrument panel for maximum traction.
In addition, a host of electronic aids has been introduced, taking the 4Runner to a whole new level in terms of off-road capability. The full list of acronyms includes DAC (Downhill Assist Control), HSC (Hill Start Control), ATRAC (Active Traction Control System), ADD (Automatic Disconnecting Differential) and VSC (Vehicle Skid Control).
With the transmission in low range and DAC switched on, downhill speed is automatically maintained in the 5 to 7 km/h range through the use of individual brake intervention. Like driving hands-off on a banked track at high speed, it is difficult for a driver to avoid intervention - but it works amazingly well. Going uphill, the HSC system prevents the SUV from rolling backwards after coming to a stop. In both cases, once the brake or gas pedal is touched, the electronics are disengaged. Both systems are possible thanks to new solid-state, wheel-speed sensors that detect not only wheel speeds down to zero kilometres per hour, but direction, which is an industry first. Conventional sensors measure speeds beginning at as low as 6 km/h and are unable to detect direction.
The ATRAC system uses the same sensors to more accurately monitor and maintain grip in off-road situations where tires frequently lose contact with the surface. The VSC system works in conjunction with the anti-lock braking system. If it detects the vehicle is not going in the direction intended by the driver, it intervenes to correct the situation, preventing a loss of control.
The new 4Runner comes in SR5 and Limited trim levels, with V6 or V8 engines. The standard equipment level is complete and impressive. It includes automatic transmission, air conditioning, height-adjustable front seats, power windows and locks, remote keyless entry, 4-wheel disc brakes with ABS, heated mirrors and alloy wheels.
There's no question that the 4Runner has come a long way since its introduction and in its latest form represents a giant leap forward. More refined, more powerful, more comfortable and more capable, its off-road abilities remain second to none and its on-road behaviour is significantly improved.
Immediate competition:
Chevrolet TrailBlazer, Ford Explorer, GMC Envoy, Jeep Grand Cherokee, Nissan Pathfinder
Globe and Mail:
4Runner Goes The Distance
Toyota's rough and tumble SUV takes refinement in its stride
By Richard Russell
Thursday, March 20, 2003
When the 4Runner was introduced in 1985, it was little more than a composite cap atop a pickup truck. Toyota's first and only sport-utility vehicle helped establish the segment. Now the Toyota SUV lineup includes the RAV4, Highlander, 4Runner, Sequoia and (U.S. only) Land Cruiser.
The fourth-generation 4Runner returns to its roots, emphasizing off-road prowess, letting its Highlander and Sequoia siblings meet the needs of soft-roaders interested in straying off the pavement on only rare occasions. It is ironic that technology and Toyota's knowledge base have resulted in a 4Runner that is not only far more capable in serious off-road situations than any previous Toyota, but pretty darn impressive on the smooth stuff as well. Extensive development work has resulted in a far more sophisticated and refined product. The 2003 4Runner is a road-to-roof redesign with new sheet metal, engines, transmissions and drivetrain. In addition to more power and off-road ability, the 4Runner offers a more comfortable ride and vastly improved handling on smooth surfaces. A fully boxed frame and nine crossmembers result in a significantly more rigid vehicle. The new chassis is 1143 mm longer and 762 mm wider, resulting in big increases in head, leg and shoulder room in all seating positions. Toyota spokesman Junichi Furuyama says that early in the development process the automaker "scrapped the idea of adding millimetres and began thinking in terms of cubic feet."
Climbing into the cab for the first time you immediately get the impression of more space than in the past. New seats provide lots of support and long-distance comfort thanks to being positioned further off the floor. Both front seats adjust for height and the driver gets an adjustable lumbar support. The rear splits 60/40 and can be folded flat without having to remove the head restraints. The instrument panel is bright, legible and logical. The centre stack houses entertainment, HVAC and displays. A couple of little mirrors atop the D-pillars aid reversing by allowing the driver to monitor the rear bumper. Quality materials and the usual Toyota craftsmanship are evident everywhere. The cargo space is huge with tie-downs and grocery bag hooks placed in appropriate spots.
The additional size and strength means more weight, about 100 kilos worth. But two new, more powerful engines offset it. The standard V6 is a brand new, all-aluminum 4.0-litre DOHC unit that forms the basis for a new family of Toyota truck engines. This unit produces a stout 245 hp and 283 lb-ft of torque, 10 horsepower more than the optional eight, which has a distinct edge in terms of torque. The latter marks the first appearance of a V8 in the 4Runner and it's a beauty, the same 4.7-litre unit found in the Sequoia SUV and Tundra pickup. Silky smooth, quiet and tractable, it produces 235 horsepower and 320 lb-ft of torque. The standard V6 comes mated to a 4-speed automatic. The new 5-speed automatic coupled to the V8 is adaptive, in that it learns and adjusts to the driver's style, managing shifts according to engine load and speed. It also utilizes both up- and downhill shift logic by monitoring vehicle speed and throttle angle to remain in the proper gear for added control whether climbing or descending. Regardless of engine or transmission, the 4Runner will tow 5,000 lb and carry 1,000 lb.
Six-cylinder models come with a part-time 4-wheel drive system while V8's get a more sophisticated full-time system complete with two-speed transfer case. The Torsion centre differential apportions power 40/60 front and rear under normal circumstances, changing that delivery as slippage is detected. It can be locked by means of a switch on the instrument panel for maximum traction.
In addition, a host of electronic aids has been introduced, taking the 4Runner to a whole new level in terms of off-road capability. The full list of acronyms includes DAC (Downhill Assist Control), HSC (Hill Start Control), ATRAC (Active Traction Control System), ADD (Automatic Disconnecting Differential) and VSC (Vehicle Skid Control).
With the transmission in low range and DAC switched on, downhill speed is automatically maintained in the 5 to 7 km/h range through the use of individual brake intervention. Like driving hands-off on a banked track at high speed, it is difficult for a driver to avoid intervention - but it works amazingly well. Going uphill, the HSC system prevents the SUV from rolling backwards after coming to a stop. In both cases, once the brake or gas pedal is touched, the electronics are disengaged. Both systems are possible thanks to new solid-state, wheel-speed sensors that detect not only wheel speeds down to zero kilometres per hour, but direction, which is an industry first. Conventional sensors measure speeds beginning at as low as 6 km/h and are unable to detect direction.
The ATRAC system uses the same sensors to more accurately monitor and maintain grip in off-road situations where tires frequently lose contact with the surface. The VSC system works in conjunction with the anti-lock braking system. If it detects the vehicle is not going in the direction intended by the driver, it intervenes to correct the situation, preventing a loss of control.
The new 4Runner comes in SR5 and Limited trim levels, with V6 or V8 engines. The standard equipment level is complete and impressive. It includes automatic transmission, air conditioning, height-adjustable front seats, power windows and locks, remote keyless entry, 4-wheel disc brakes with ABS, heated mirrors and alloy wheels.
There's no question that the 4Runner has come a long way since its introduction and in its latest form represents a giant leap forward. More refined, more powerful, more comfortable and more capable, its off-road abilities remain second to none and its on-road behaviour is significantly improved.
Immediate competition:
Chevrolet TrailBlazer, Ford Explorer, GMC Envoy, Jeep Grand Cherokee, Nissan Pathfinder
Thai
Elite Member
Link:
Epinions Review of '03 4Runner
Will Success Spoil the 2003 4Runner?
Pros
improved ride, quality construction, amenities
Cons
middling mileage, purchase price, no third seat
The Bottom Line
The breakup of the 4Runner/Tacoma marriage brings a larger and more comfortable 4Runner to the market.
Epinions Review of '03 4Runner
Will Success Spoil the 2003 4Runner?
Pros
improved ride, quality construction, amenities
Cons
middling mileage, purchase price, no third seat
The Bottom Line
The breakup of the 4Runner/Tacoma marriage brings a larger and more comfortable 4Runner to the market.
Thai
Elite Member
Link:
CanadianDriver.com Review of '03 4runner
2003 Toyota 4Runner
by Richard Russell
photos by Laurance Yap
Toyota's lineup has grown to the point where it has a tool for each purpose. When the 4Runner was introduced in 1985, it was little more than a composite cap atop a pickup. Toyota's first and only SUV helped establish the segment. Now the Toyota SUV lineup includes the RAV4, Highlander, 4Runner, Sequoia and Land Cruiser.
The fourth-generation 4Runner returns to its roots, emphasizing off-road prowess, letting its Highlander and Sequoia siblings meet the needs of soft-roaders interested in straying off the pavement only on rare occasions. It is ironic that technology and Toyota's knowledge base have resulted in a 4Runner that is not only far more capable in serious off road situations than any previous Toyota, but pretty darn impressive on the smooth stuff as well. Extensive development work has resulted in a far more sophisticated and refined product.
The 2003 4Runner is a road-to-roof redesign with new sheet metal, engines, transmissions and drivetrain. In addition to more power and offroad ability, the 4Runner offers a more comfortable ride and vastly improved handling on smooth surfaces. A fully boxed frame and nine cross members result in a significantly more rigid vehicle. The new chassis is 1,143 mm longer and 762 mm wider resulting in big increases in head, leg and shoulder room in all seating positions. Junichi Furuyama says that early in the development process “we scrapped the idea of adding millimetres and began thinking in terms of cubic feet.'
Climbing into the cab for the first time you immediately get the impression of more space than in the past. New seats provide lots of support and long-distance comfort thanks to being positioned further off the floor. Both front seats adjust for height and the driver gets an adjustable lumbar support. The rear is split 60/40 and either or both sides can be folded flat without removing the head restraints. The instrument panel is bright, legible and logical. The centre stack houses entertainment, HVAC and displays. A couple of little mirrors atop the D-pillars aid reversing by allowing the driver to monitor the rear bumper. Quality materials and the usual Toyota craftsmanship are evident everywhere. The cargo space is huge with tie down and grocery bag hooks placed in appropriate spots.
The additional size and strength means more weight, about 100 kilos worth. But that is more than offset by two new, more powerful engines. The standard V6 is a brand new, all-aluminum 4.0 litre DOHC unit that forms the basis for a new family of Toyota truck engines. It produces 245 horsepower and 283-lb. ft. of torque, actually 10 horsepower more than the optional eight. This is the first appearance of a V8 in the 4Runner and it's a beauty, the same 4.7 litre unit used in the Sequoia SUV and Tundra pickup. Silky smooth, quiet and tractable, it produces 235 horsepower and 320-lb. ft., of torque. The six is mated to a four-speed automatic. The new five-speed automatic coupled to the V8 is adaptive, in that it learns and adjust to the driver's style, managing shifts according to engine load and speed. It also utilizes both up and downhill shift logic by monitoring vehicle speed and throttle angle to remain in the proper gear for added control whether climbing or descending. Regardless of engine or transmission, the 4Runner will tow 5,000 and carry 1,000 lbs.
Six-cylinder models come with a part-time four-wheel drive system while V8's get a more sophisticated full-time system complete with two-speed transfer case. The Torsion center differential apportions power 40%/60% front/rear under normal circumstances changing that delivery is slippage is detected. It can be locked by a switch on the instrument panel for maximum traction.
But in addition to the two-speed transfer case and limited slip centre differential, a host of electronic aids has been introduced taking the 4Runner to a whole new level in terms of offroad capability. The full list of acronyms includes DAC (Downhill Assist Control), HSC (Hill Start Control), ATRAC (Active Traction Control System) and ADD (Automatic Disconnecting Differential) VSC (Vehicle Skid Control).
With the transmission in low range and the DAC switched on, downhill speed is automatically maintained in the 5-7 km/hr range through the use of individual brake intervention. Like driving hands off on a banked track at high speed, it is difficult to for a driver to avoid intervention - but it works and it works amazingly well. Going uphill, the HSC system prevents the 4Runner from rolling backwards after coming to a stop. In either case once the brake or gas pedal are touched, the electronics are disengaged. Both systems are possible thanks to new solid-state wheel-speed sensors that detect not only wheel speeds down to 0, but direction, an industry first. Conventional sensors measure speeds beginning at about 6 km/hr and are unable to detect direction.
The Active Traction Control system uses the same sensors to more accurately monitor and maintain grip in offroad situations where tires frequently loose contact with the surface. The Vehicle Stability Control system works in conjunction with the ABS system. If it detects the vehicles is not going in the direction intended by the driver, it intervenes to correct the situation, preventing a loss of control.
The new 4Runner comes in SR5 and Limited trim levels, with V6 or V8 engines. The standard equipment level is both complete and impressive. It includes the automatic transmission, air conditioning, height-adjustable front seats, power windows and locks, remote keyless entry, four wheel disc brakes with ABS, heated mirrors and alloy wheels.
The 4Runner has come a long way since its introduction. This latest example is a giant leap forward. More refined, more powerful, more comfortable and more capable it's offroad abilities are second to none and its on-road behavior significantly improved.
CanadianDriver.com Review of '03 4runner
2003 Toyota 4Runner
by Richard Russell
photos by Laurance Yap
Toyota's lineup has grown to the point where it has a tool for each purpose. When the 4Runner was introduced in 1985, it was little more than a composite cap atop a pickup. Toyota's first and only SUV helped establish the segment. Now the Toyota SUV lineup includes the RAV4, Highlander, 4Runner, Sequoia and Land Cruiser.
The fourth-generation 4Runner returns to its roots, emphasizing off-road prowess, letting its Highlander and Sequoia siblings meet the needs of soft-roaders interested in straying off the pavement only on rare occasions. It is ironic that technology and Toyota's knowledge base have resulted in a 4Runner that is not only far more capable in serious off road situations than any previous Toyota, but pretty darn impressive on the smooth stuff as well. Extensive development work has resulted in a far more sophisticated and refined product.
The 2003 4Runner is a road-to-roof redesign with new sheet metal, engines, transmissions and drivetrain. In addition to more power and offroad ability, the 4Runner offers a more comfortable ride and vastly improved handling on smooth surfaces. A fully boxed frame and nine cross members result in a significantly more rigid vehicle. The new chassis is 1,143 mm longer and 762 mm wider resulting in big increases in head, leg and shoulder room in all seating positions. Junichi Furuyama says that early in the development process “we scrapped the idea of adding millimetres and began thinking in terms of cubic feet.'
Climbing into the cab for the first time you immediately get the impression of more space than in the past. New seats provide lots of support and long-distance comfort thanks to being positioned further off the floor. Both front seats adjust for height and the driver gets an adjustable lumbar support. The rear is split 60/40 and either or both sides can be folded flat without removing the head restraints. The instrument panel is bright, legible and logical. The centre stack houses entertainment, HVAC and displays. A couple of little mirrors atop the D-pillars aid reversing by allowing the driver to monitor the rear bumper. Quality materials and the usual Toyota craftsmanship are evident everywhere. The cargo space is huge with tie down and grocery bag hooks placed in appropriate spots.
The additional size and strength means more weight, about 100 kilos worth. But that is more than offset by two new, more powerful engines. The standard V6 is a brand new, all-aluminum 4.0 litre DOHC unit that forms the basis for a new family of Toyota truck engines. It produces 245 horsepower and 283-lb. ft. of torque, actually 10 horsepower more than the optional eight. This is the first appearance of a V8 in the 4Runner and it's a beauty, the same 4.7 litre unit used in the Sequoia SUV and Tundra pickup. Silky smooth, quiet and tractable, it produces 235 horsepower and 320-lb. ft., of torque. The six is mated to a four-speed automatic. The new five-speed automatic coupled to the V8 is adaptive, in that it learns and adjust to the driver's style, managing shifts according to engine load and speed. It also utilizes both up and downhill shift logic by monitoring vehicle speed and throttle angle to remain in the proper gear for added control whether climbing or descending. Regardless of engine or transmission, the 4Runner will tow 5,000 and carry 1,000 lbs.
Six-cylinder models come with a part-time four-wheel drive system while V8's get a more sophisticated full-time system complete with two-speed transfer case. The Torsion center differential apportions power 40%/60% front/rear under normal circumstances changing that delivery is slippage is detected. It can be locked by a switch on the instrument panel for maximum traction.
But in addition to the two-speed transfer case and limited slip centre differential, a host of electronic aids has been introduced taking the 4Runner to a whole new level in terms of offroad capability. The full list of acronyms includes DAC (Downhill Assist Control), HSC (Hill Start Control), ATRAC (Active Traction Control System) and ADD (Automatic Disconnecting Differential) VSC (Vehicle Skid Control).
With the transmission in low range and the DAC switched on, downhill speed is automatically maintained in the 5-7 km/hr range through the use of individual brake intervention. Like driving hands off on a banked track at high speed, it is difficult to for a driver to avoid intervention - but it works and it works amazingly well. Going uphill, the HSC system prevents the 4Runner from rolling backwards after coming to a stop. In either case once the brake or gas pedal are touched, the electronics are disengaged. Both systems are possible thanks to new solid-state wheel-speed sensors that detect not only wheel speeds down to 0, but direction, an industry first. Conventional sensors measure speeds beginning at about 6 km/hr and are unable to detect direction.
The Active Traction Control system uses the same sensors to more accurately monitor and maintain grip in offroad situations where tires frequently loose contact with the surface. The Vehicle Stability Control system works in conjunction with the ABS system. If it detects the vehicles is not going in the direction intended by the driver, it intervenes to correct the situation, preventing a loss of control.
The new 4Runner comes in SR5 and Limited trim levels, with V6 or V8 engines. The standard equipment level is both complete and impressive. It includes the automatic transmission, air conditioning, height-adjustable front seats, power windows and locks, remote keyless entry, four wheel disc brakes with ABS, heated mirrors and alloy wheels.
The 4Runner has come a long way since its introduction. This latest example is a giant leap forward. More refined, more powerful, more comfortable and more capable it's offroad abilities are second to none and its on-road behavior significantly improved.
Thai
Elite Member
Link:
Forbes.com Review of 4runner
HIGHS:
Plush, smooth, stable ride--especially for a truck-based SUV.
LOWS:
Costly, especially for less interior room and no third-row seating.
Forbes.com Review of 4runner
HIGHS:
Plush, smooth, stable ride--especially for a truck-based SUV.
LOWS:
Costly, especially for less interior room and no third-row seating.
Thai
Elite Member
The New 4Runner Ups the SUV Bar
by Kelly Foss - www.car-data.com
Building on its current lead in the market, Toyota recently introduced a totally new and better 4Runner. This model has been one of the long-term successes in the Toyota SUV strategy and, though the previous model was very popular and much beloved by its owners, it was time for a new one.
This new 4Runner has been enlarged to fit more carefully into the growing pallet of SUVs in the Toyota masterpiece. Its traditional place in the lineup has been as the midsize body-on-frame true off-road SUV. The new 4 maintains that position; in fact, it improves upon it.
The chassis has been strengthened and stiffened allowing it to deliver the goods in an even more compelling manner than before. Dimensionally, it is 5.7 inches longer, 3 inches wider and the wheelbase is stretched by 4.5 inches. The interior of the previous model could feel somewhat tight inside due to its high floor and low roof. The new 4 feels, and in fact is, much more spacious than before. Entrance and exit is improved, the cabin space is enlarged and the comfort level is better. Cargo space is plentiful and the rear liftgate even has a power window. The ride is now greatly improved, magically allowing all the off-road capability that you might like, yet providing a vastly improved on-road feel. Handling is controlled and the truck bounciness is gone.
Also new this year are some powertrain options. A totally new all-aluminum 4.0 liter V6 replaces the old 3.4. The new engine generates 245 horsepower and 282 lb.-ft. of torque driven through an excellent 4 speed automatic transmission. It drives wonderfully and is totally satisfactory...until you drive the optional 4.7 liter V8. This engine put out 235 horsepower (10 less than the V6 - not a typo) and a commanding 320 lb.-ft. of torque driven through a 5 speed automatic. The actual experiential difference is greater than the numbers might suggest. The 6 is good but the 8 is great!!
The 4Runner is also available in either 2 or 4-wheel drive. The 2 is more than adequate for 99% of local driving but if you must have the 4X4, rest assured that it is a very capable and rugged unit. You get a multi-mode shift-on-the-fly 2 speed transfer case. It is equipped with the TORSEN torque-sensing differential that will dynamically shift power to the wheels that need it. You can also lock the differential for full time 4wd when desired. Additionally, you'll get HAC, hill start assist control which keeps you from rolling backwards on an up incline, DAC, downhill assist control which lets you creep down steep grades without using the brake, VSC vehicle skid control and TRAC traction control. From a safety standpoint, all 4Runners come with ABS disc brakes and both side and head airbags are available.
The 4Runner is a complete package and because of its simplicity and ruggedness is built to last for a very long time.
Personal Observations - I liked...
- Promises to be a rugged, reliable, long-lived truck like its ancestor
- This new one is a much more comfortable truck than before
- The V8 and 5 speed automatic combination is a "pleasure" to drive
However...
- The gray colored heavy body cladding, though functional, looks cheap compared with the rest of the vehicle
- No 3rd row of seats available, yet its design twin the Lexus GX470 has them
by Kelly Foss - www.car-data.com
Building on its current lead in the market, Toyota recently introduced a totally new and better 4Runner. This model has been one of the long-term successes in the Toyota SUV strategy and, though the previous model was very popular and much beloved by its owners, it was time for a new one.
This new 4Runner has been enlarged to fit more carefully into the growing pallet of SUVs in the Toyota masterpiece. Its traditional place in the lineup has been as the midsize body-on-frame true off-road SUV. The new 4 maintains that position; in fact, it improves upon it.
The chassis has been strengthened and stiffened allowing it to deliver the goods in an even more compelling manner than before. Dimensionally, it is 5.7 inches longer, 3 inches wider and the wheelbase is stretched by 4.5 inches. The interior of the previous model could feel somewhat tight inside due to its high floor and low roof. The new 4 feels, and in fact is, much more spacious than before. Entrance and exit is improved, the cabin space is enlarged and the comfort level is better. Cargo space is plentiful and the rear liftgate even has a power window. The ride is now greatly improved, magically allowing all the off-road capability that you might like, yet providing a vastly improved on-road feel. Handling is controlled and the truck bounciness is gone.
Also new this year are some powertrain options. A totally new all-aluminum 4.0 liter V6 replaces the old 3.4. The new engine generates 245 horsepower and 282 lb.-ft. of torque driven through an excellent 4 speed automatic transmission. It drives wonderfully and is totally satisfactory...until you drive the optional 4.7 liter V8. This engine put out 235 horsepower (10 less than the V6 - not a typo) and a commanding 320 lb.-ft. of torque driven through a 5 speed automatic. The actual experiential difference is greater than the numbers might suggest. The 6 is good but the 8 is great!!
The 4Runner is also available in either 2 or 4-wheel drive. The 2 is more than adequate for 99% of local driving but if you must have the 4X4, rest assured that it is a very capable and rugged unit. You get a multi-mode shift-on-the-fly 2 speed transfer case. It is equipped with the TORSEN torque-sensing differential that will dynamically shift power to the wheels that need it. You can also lock the differential for full time 4wd when desired. Additionally, you'll get HAC, hill start assist control which keeps you from rolling backwards on an up incline, DAC, downhill assist control which lets you creep down steep grades without using the brake, VSC vehicle skid control and TRAC traction control. From a safety standpoint, all 4Runners come with ABS disc brakes and both side and head airbags are available.
The 4Runner is a complete package and because of its simplicity and ruggedness is built to last for a very long time.
Personal Observations - I liked...
- Promises to be a rugged, reliable, long-lived truck like its ancestor
- This new one is a much more comfortable truck than before
- The V8 and 5 speed automatic combination is a "pleasure" to drive
However...
- The gray colored heavy body cladding, though functional, looks cheap compared with the rest of the vehicle
- No 3rd row of seats available, yet its design twin the Lexus GX470 has them
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