TeryT
New member
I have had a V8 4th gen for 6 years. I do everything with it including towing a 25' trailer, to off-roading, to you name it. It is doing the job well, even though having numerous electronic & electromechanical failures early on.
Today I read a AAA review where they really slam the 5th Gen. They do say it is a significant improvement over the 4th gen, but is very dated and inferior in many ways, when compared to the competition. I was really surprised by this, and now feel compelled to test drive a 5th gen to see for myself. I have no intention to buy a 5th gen at this point, unless perhaps they dropped a V8 in it (for towing purposes).
(I wonder - is the reviewer actually saying the 5th gen is a great off-road machine, but now the model suffers in the on pavement department - and from an inferior interior? I consider my 2003 Sport Edition 4x4 to be really good on pavement, and at least decent off-road.)
Here's a cut-n-paste of the AAA review. I'm really interested in hearing what those who have driven both extensively have to say.
***********************************************
2011 Toyota 4Runner
by Jim Prueter -10/2010
Tough-looking 4Runner not the best choice in its class
Toyota introduced its all-new fifth-generation 4Runner a year ago for the 2010 model year. Loyalists and enthusiasts of the 4Runner will be pleased know that it remains, first and foremost, a vehicle for off-road trail driving, leaving the on-road duties to its sibling Highlander.
The 4Runner was completely redesigned and re-engineered last year, however the platform on which it’s built remains the same and is shared with the FJ Cruiser.
The new sheet metal is a much-needed improvement over the outgoing 4Runner that was in place since 2003. It is similar in appearance to the blocky-styling of the GMC Terrain. There’s nothing feminine about its looks, with slab sides, squared fender blisters, a broad hood and protuberant headlamps and taillights. Change the badging and it could easily pass as a four-door version of the FJ Cruiser.
For 2011, 4Runner is available in three models: the base SR5 ($29,525), top-of-the-line Limited ($37,650) plus a Trail grade ($35,805) for maximum off-road capability. Drivetrain configurations include rear wheel 4x2, part-time 4x4 and full-time multi-mode 4x4 with a locking center differential. All models are equipped with a 4.0-liter V-6 teamed to a five-speed ECT-i automatic transmission. Maximum towing capacity is 5000 pounds.
We thought the more powerful V-6 provided plenty of power with a smooth shifting five-speed automatic transmission.
For the record, the Trail grade model features the same goofy non-functional hood scoop we’ve seen on previous 4Runner and RAV4 models which, on looks alone, would keep us from choosing that model.
In addition to the overall change in appearance, the biggest difference is the deletion of the optional V-8 engine in favor of a scrawny 2.7-liter, 157-horsepower four-banger. However, lasting for just one year, that engine has been discontinued for 2011.
The SR5 and Trail 4x4 models have a two-speed lever-operated, part-time four-wheel-drive system with neutral position. The 4Runner Limited is equipped with full-time, four-wheel-drive system with a locking center differential and a three-mode, center console-mounted switch.
All 4Runner 4x4 models feature standard Downhill Assist Control (DAC). This feature augments the low-speed ascending ability of low-range by helping to hold the vehicle to a target speed with no driver intervention. All models also come standard with Hill-start Assist Control (HAC), which provides additional control for off-road driving by helping to hold the vehicle stationary before starting on a steep incline or slippery surface.
There is also a new crawl feature on the 4Runner that allows the driver to set one of five speeds. Then the 4Runner keeps that speed across a terrain by maintaining the engine speed and braking to prevent the driver from overworking any part of it.
Inside, the 4Runner has been completely redone as well, and while the materials and design have been thoroughly upgraded over the previous model, the look of our SR5 test model was disappointing. While all the right stuff is there, including plenty of storage cubbies, nice gauges and plenty of cup and bottle holders in the center console and all four doors, it just looked cheap. But 4Runner isn’t the only Toyota brand in need of interior upgrading — it stretches across all models. Their interiors just aren’t that interesting or attractive and look more industrial. Competitors seem to do interiors much better.
Front seats are comfortable, with ample legroom in both front and second-row seats. A third row of seats with room for kids only remains an option that most buyers should reject. The bottom of the second-row seats flip forward and seatbacks fold flat for additional cargo room.
Our test 4Runner came equipped with optional leather trimmed seats with 50/50 split fold-flat third-row seating and sliding second-row feature ($3570). It also included a one-touch walk-in function for the third row. The drawback is that the one-touch lever pinches the fingers, and should be redesigned.
The excellent off-road capabilities of the 4Runner have a flip side — on-road comfort and handling that falls far short of acceptable. The suspension is punishing and 4Runner’s portly 4675-pound curb weight shows up with plenty of body lean on curves and corners. Steering felt more intrusive than vehicles like Nissan Pathfinder, VW Touareg, Kia Borrego, and there was noticeable road and wind noise.
4Runner comes standard with Toyota’s Star Safety SystemÔ that includes
Vehicle Stability Control (VSC) with traction control (TRAC), an Anti-Lock Brake System with Electronic Brake-force Distribution (EBD) and Brake Assist. VSC helps the driver to ensure control by compensating for front and rear wheel slip. The system uses selective braking and modulated engine output to help keep the vehicle in line with the driver’s steering inputs.
A system of eight standard airbags includes front, side-mounted and knee airbags for the driver and front passenger, and side curtain airbags for the second and third row. All 2011 4Runners have active headrests for driver and passenger, and three-point seat belts for all seats.
4Runner has been awarded the highest possible “Good” rating from the Insurance Institute for Highway Safety and highest possible 5-star crash test rating from the National Highway Traffic Safety Administration.
Overall, the fifth-generation 4Runner, while significantly improved over the previous offering, still felt dated and out of touch with the modern SUV market. The vehicle seemed to me a throwback to vehicles built a decade ago. 4Runner feels huge and most definitely truckish.
I suspect families with young kids to haul around to baseball practice, dance lessons and birthday parties won’t have the 4Runner on their list of vehicles to test drive.
It isn’t like the 4Runner is a horrible vehicle but when compared it to up-to-date vehicles like the all-new Ford Explorer, Jeep Grand Cherokee and Chevrolet Traverse, it just doesn’t make much sense. And if you’re a Toyota loyalist, a Highlander would be a much better choice.
Today I read a AAA review where they really slam the 5th Gen. They do say it is a significant improvement over the 4th gen, but is very dated and inferior in many ways, when compared to the competition. I was really surprised by this, and now feel compelled to test drive a 5th gen to see for myself. I have no intention to buy a 5th gen at this point, unless perhaps they dropped a V8 in it (for towing purposes).
(I wonder - is the reviewer actually saying the 5th gen is a great off-road machine, but now the model suffers in the on pavement department - and from an inferior interior? I consider my 2003 Sport Edition 4x4 to be really good on pavement, and at least decent off-road.)
Here's a cut-n-paste of the AAA review. I'm really interested in hearing what those who have driven both extensively have to say.
***********************************************
2011 Toyota 4Runner
by Jim Prueter -10/2010
Tough-looking 4Runner not the best choice in its class
Toyota introduced its all-new fifth-generation 4Runner a year ago for the 2010 model year. Loyalists and enthusiasts of the 4Runner will be pleased know that it remains, first and foremost, a vehicle for off-road trail driving, leaving the on-road duties to its sibling Highlander.
The 4Runner was completely redesigned and re-engineered last year, however the platform on which it’s built remains the same and is shared with the FJ Cruiser.
The new sheet metal is a much-needed improvement over the outgoing 4Runner that was in place since 2003. It is similar in appearance to the blocky-styling of the GMC Terrain. There’s nothing feminine about its looks, with slab sides, squared fender blisters, a broad hood and protuberant headlamps and taillights. Change the badging and it could easily pass as a four-door version of the FJ Cruiser.
For 2011, 4Runner is available in three models: the base SR5 ($29,525), top-of-the-line Limited ($37,650) plus a Trail grade ($35,805) for maximum off-road capability. Drivetrain configurations include rear wheel 4x2, part-time 4x4 and full-time multi-mode 4x4 with a locking center differential. All models are equipped with a 4.0-liter V-6 teamed to a five-speed ECT-i automatic transmission. Maximum towing capacity is 5000 pounds.
We thought the more powerful V-6 provided plenty of power with a smooth shifting five-speed automatic transmission.
For the record, the Trail grade model features the same goofy non-functional hood scoop we’ve seen on previous 4Runner and RAV4 models which, on looks alone, would keep us from choosing that model.
In addition to the overall change in appearance, the biggest difference is the deletion of the optional V-8 engine in favor of a scrawny 2.7-liter, 157-horsepower four-banger. However, lasting for just one year, that engine has been discontinued for 2011.
The SR5 and Trail 4x4 models have a two-speed lever-operated, part-time four-wheel-drive system with neutral position. The 4Runner Limited is equipped with full-time, four-wheel-drive system with a locking center differential and a three-mode, center console-mounted switch.
All 4Runner 4x4 models feature standard Downhill Assist Control (DAC). This feature augments the low-speed ascending ability of low-range by helping to hold the vehicle to a target speed with no driver intervention. All models also come standard with Hill-start Assist Control (HAC), which provides additional control for off-road driving by helping to hold the vehicle stationary before starting on a steep incline or slippery surface.
There is also a new crawl feature on the 4Runner that allows the driver to set one of five speeds. Then the 4Runner keeps that speed across a terrain by maintaining the engine speed and braking to prevent the driver from overworking any part of it.
Inside, the 4Runner has been completely redone as well, and while the materials and design have been thoroughly upgraded over the previous model, the look of our SR5 test model was disappointing. While all the right stuff is there, including plenty of storage cubbies, nice gauges and plenty of cup and bottle holders in the center console and all four doors, it just looked cheap. But 4Runner isn’t the only Toyota brand in need of interior upgrading — it stretches across all models. Their interiors just aren’t that interesting or attractive and look more industrial. Competitors seem to do interiors much better.
Front seats are comfortable, with ample legroom in both front and second-row seats. A third row of seats with room for kids only remains an option that most buyers should reject. The bottom of the second-row seats flip forward and seatbacks fold flat for additional cargo room.
Our test 4Runner came equipped with optional leather trimmed seats with 50/50 split fold-flat third-row seating and sliding second-row feature ($3570). It also included a one-touch walk-in function for the third row. The drawback is that the one-touch lever pinches the fingers, and should be redesigned.
The excellent off-road capabilities of the 4Runner have a flip side — on-road comfort and handling that falls far short of acceptable. The suspension is punishing and 4Runner’s portly 4675-pound curb weight shows up with plenty of body lean on curves and corners. Steering felt more intrusive than vehicles like Nissan Pathfinder, VW Touareg, Kia Borrego, and there was noticeable road and wind noise.
4Runner comes standard with Toyota’s Star Safety SystemÔ that includes
Vehicle Stability Control (VSC) with traction control (TRAC), an Anti-Lock Brake System with Electronic Brake-force Distribution (EBD) and Brake Assist. VSC helps the driver to ensure control by compensating for front and rear wheel slip. The system uses selective braking and modulated engine output to help keep the vehicle in line with the driver’s steering inputs.
A system of eight standard airbags includes front, side-mounted and knee airbags for the driver and front passenger, and side curtain airbags for the second and third row. All 2011 4Runners have active headrests for driver and passenger, and three-point seat belts for all seats.
4Runner has been awarded the highest possible “Good” rating from the Insurance Institute for Highway Safety and highest possible 5-star crash test rating from the National Highway Traffic Safety Administration.
Overall, the fifth-generation 4Runner, while significantly improved over the previous offering, still felt dated and out of touch with the modern SUV market. The vehicle seemed to me a throwback to vehicles built a decade ago. 4Runner feels huge and most definitely truckish.
I suspect families with young kids to haul around to baseball practice, dance lessons and birthday parties won’t have the 4Runner on their list of vehicles to test drive.
It isn’t like the 4Runner is a horrible vehicle but when compared it to up-to-date vehicles like the all-new Ford Explorer, Jeep Grand Cherokee and Chevrolet Traverse, it just doesn’t make much sense. And if you’re a Toyota loyalist, a Highlander would be a much better choice.
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