2010 gx should be right around the corner
09-24-09, 08:11 AM
#16
Rookie
Join Date: Aug 2005
Location: ON
Posts: 63
Likes: 0
Received 0 Likes
on
0 Posts
Edmunds Test Drives the new 2010 4Runner
It's finally time to take a look at the 2010 Toyota 4Runner, and we're happy (and almost a bit surprised) to report it's still a hard-core, body-on-frame SUV. True to the early rumors, the V8 is gone, though the updated 4.0-liter V6 is as good as ever and it's joined by a more fuel-efficient 2.7-liter four-cylinder base engine.
Familiar SR5 and Limited trim levels return, but we've tested the most serious off-road version of the new 4Runner, the Trail Grade. We've taken this four-wheel-drive 2010 4Runner on near-vertical dirt trails, naturally, and run it through our usual battery of acceleration, braking and handling tests.
It's tough to find another midsize SUV to compare the 4Runner to anymore, Contributor Mark Williams writes, but you'll marvel at its off-road capability. And don't be surprised if it feels as good as a typical crossover SUV as you're cruising down the highway.
Climbing up the near-vertical dirt trail in the all-new 2010 Toyota 4Runner Trail Grade seems pretty easy, at least until we get to the hill-climb's crest. The trail is actually too steep to walk up and the front tire on the driver side starts losing traction and the front end begins to slide off the trail toward a drop-off that borders each side of the incline.
After stopping the SUV on the hill's face (and taking a few deep breaths), we engage the push-button Crawl Control on its most aggressive setting, grab on tight to the steering wheel and take our foot completely off the brake. This allows the Crawl Control to modulate throttle and traction control at each wheel to maximize grip up the hill at a slow and controlled pace, allowing us to just focus on steering away from the cliff's edge.
A few short moments later, we crest the trail's lip with ease.
Making Something (Focused) for Everyone
If you've ever been stuck on a steep hill-climb, the 2010 Toyota 4Runner's crawl-control technology — first introduced in the 2008 Toyota Land Cruiser and also featured in the 2008 Lexus LX 570 — will make you an instant convert. You won't find anything closer to a "God button" in the automotive kingdom. But is all this heavy-duty four-wheel-drive technology necessary for a midsize SUV in today's market?
Probably not, especially since so few people do anything close to hard-core four-wheeling. Yet if you ask Toyota, it has a different answer. Russ Koble, product education manager for trucks and SUVs, says there's nothing complicated here: "It's a simple strategy, really. We want to make something for everyone, no matter where they live or what they need."
In the midsize market, Toyota offers both the Highlander crossover and the 4Runner SUV, where many other manufacturers offer just one product. This overlap has allowed Akio Nishimura, the 4Runner's chief engineer, not only to start with a clean sheet of paper but also to stay true to the vehicle's rugged heritage — something many other makers of midsize SUVs have comfortably abandoned in search of a more carlike bull's-eye.
If some of the exterior styling cues look familiar (the hood, the bulging headlights and taillights, and the muscular front and rear shoulders), it's because Nishimura also has been the chief engineer for the Toyota FJ Cruiser. In fact, it was in that capacity he first learned that the FJ's platform (also used for the Toyota Land Cruiser and Japanese-market Toyota Prado) would also be underneath the new-generation 4Runner.
The FJ Cruiser Connection
Though the 2010 Toyota 4Runner's wheelbase still measures 109.8 inches and the vehicle is less than an inch longer, wider and taller than before, the new platform makes the 4Runner feel much larger inside, due mostly to a lower floor height. This is most evident in the front seats, as you no longer feel like you're sitting in a compact pickup truck (which, indeed, the 4Runner once was long ago) with your legs straight out in front of you.
Interior design touches similar to those of the current FJ include window controls at the top of the door panel (which will unfortunately expose them to moisture), while the switches for the four-wheel-drive system are now located overhead, above the rearview mirror. The center stack and console are much cleaner in design, and it's easier to distinguish the HVAC controls from the radio and navigation system.
Our favorite change to the interior is the new gauge layout, where each of the three instrument binnacles has a floating center with various instrument readouts at the outer edges. At the center of the speedometer is an "ECO" meter, letting you know exactly how fuel-efficient your driving is (green is good; red is bad). The switchgear itself is solid, sturdy and easy to use.
Boots on the Ground
Although the chassis is all-new, the suspension uses the same strategy to deal with road irregularities as did the previous model, with a few twists. The independent front suspension still features dual wishbone-type control arms and coil-over dampers, while the rear suspension remains a four-link live axle located with a panhard rod and suspended by coil springs.
Of note, the rear shocks are mounted far outside of the frame rails to dampen as much of the erratic motions of the stick axle as possible. Additionally, the optional Kinetic Dynamic Suspension System (KDSS, introduced by the current-generation Toyota Land Cruiser) is in place, a hydraulic strut mounted to the wrist-thick front and rear antiroll bars that adds roll stiffness above 40 mph for more body control on the highway and then relaxes it below 40 mph for better wheel articulation off-road.
We found the KDSS a marvel off-road, allowing the suspension to keep the tires on the dirt through holes and off-camber obstacles. On-road it works remarkably well and the twin-tube dampers help keep the chassis far more stable than any midsize, body-on-frame SUV we've ever tested. The 2010 Toyota 4Runner's behavior is so good on dirt that we thought we were riding on underinflated tires, while it handled highway expansion joints every bit as good (and in some cases much better) than the current crop of unibody midsize crossovers.
A new steering setup also allows the 4Runner to carve highway corners like it never could before, no doubt aided by the KDSS's body control. Leave it to Toyota to find a hard-core four-wheel-drive technology that also hugely improves on-road driving dynamics.
Bye-bye V8
Under the hood, the big news is that the previous 4.7-liter V8 goes away. When you consider that this significantly refreshed 4.0-liter V6 offers 10 horsepower more than the V8, you might not miss it so much.
This DOHC 24-valve 3,956cc V6 has variable valve timing on both the intake and exhaust cams, and it produces 270 hp at 5,600 rpm and 278 pound-feet of torque at 4,400 rpm. It delivers pretty good fuel economy for its power output, an EPA-rated 16 mpg city/22 mpg highway/19 mpg combined for this 4Runner 4x4. The two-wheel-drive version of the V6-powered 4Runner is rated at 17 mpg city/23 mpg highway/19 mpg combined.
For serious fuel economy, Toyota has brought back a four-cylinder engine for the two-wheel-drive 4Runner, a 2.7-liter inline-4 rated at 157 hp at 5,200 rpm and 178 lb-ft of torque at 3,800 rpm. Its EPA-rated fuel economy is 18 mpg city/23 mpg highway/20 mpg combined.
We saw 19.4 mpg from our V6-powered 4Runner's trip computer during around-town driving and 21.8 mpg during highway cruising with a light touch on the throttle.
Putting It to the (Track) Test
At the track, our fully loaded Trail Grade 4x4 weighed in at 4,753 pounds, so we were impressed to find it runs to 60 mph in 8.2 seconds (7.9 seconds with 1 foot of rollout like on a drag strip). Our best result came with no wheelspin in the transmission's Sport mode, letting the five-speed unit shift itself. This 4Runner Trail Grade has a final-drive ratio of 3.73:1, while 1st gear is 3.52:1.
With P265/70R17 113S Bridgestone Dueler H/T 684II all-season tires on the ground, the 4Runner stops in 140 feet from 60 mph. Naturally the combination of the tall tire sidewalls and long-travel suspension that you want for off-roading doesn't produce impressive results in our handling tests, as our truck records a modest 57.2 mph in the slalom and 0.71g on the skid pad. This is pretty good, we'd say, and we find it interesting that the stability control isn't very intrusive yet manages to engage at exactly the moment on the skid pad when the tires begin to lose their grip.
Fitting in
This 2010 Toyota 4Runner Trail Grade introduces some useful new hardware, and the result lives up to what we expect from the truck that reminds us that there's a whole family of Toyota off-road loyalists out there. Our guess is that Toyota might introduce the Tundra pickup's 4.6-liter V8 and six-speed automatic transmission for the 2011 Lexus GX, the 4Runner's upmarket twin, but it's only really important if towing is your thing. Meanwhile Toyota won't confirm or deny that the six-speed automatic will be paired with the 4Runner's V6 down the road.
Final pricing will be set shortly, but expect the SR5 4x2 four-cylinder model to start well under $30,000, with the fully loaded Limited easily reaching $45,000 and higher. We'd guess that this 2010 Toyota 4Runner Trail Grade with optional KDSS, a navigation system and a mildly upgraded audio system would cost around $38,000.
Comparing the 4Runner to competitors in the midsize segment is a challenge right now, especially since Toyota has decided to maintain much of the 4Runner's traditionally rugged personality at a time when so many other manufacturers are hunting for the crossover sweet spot. There just aren't that many serious 4x4 SUVs being made anymore, really. But keeping a body-on-frame model for people who want real utility as well as real off-road capability makes sense to us.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
Model Year: 2010
Make: Toyota
Model: 4Runner
Style: 4dr SUV
Base Price: $34,000 (estimated)
Price as Tested: $38,000 (estimated)
Options on Test Vehicle: KDSS, DVD-Based Navigation System With JBL Audio.
Drive Type: Four-wheel drive
Transmission Type: Five-speed automatic
Transmission and Axle Ratios (x:1): I=3.52; II=2.042;III=1.40;IV=1.00; V=0.716; R= 3.224; FD :3.727
Engine Type: V6
Displacement (cc / cu-in): 3,956cc (241 cu-in)
Block/Head Material: Aluminum/aluminum
Valvetrain: DOHC, four valves per cylinder, variable valve timing on intake and exhaust
Compression Ratio: 10.1
Horsepower (hp @ rpm): 270 @ 5,600
Torque (lb-ft @ rpm): 278 @ 4,400
Brake Type (front): 13.3-inch ventilated disc
Brake Type (rear): 12.3-inch ventilated disc
Steering System: Rack-and-pinion, speed-proportional power steering
Steering Ratio: 18.4
Suspension Type (front): Double wishbone control arms, coil springs, stabilizer bar
Suspension Type (rear): Solid live axle, four links plus panhard bar, coil springs
Tire Size (front): P265/70R17
Tire Size (rear): P265/70R18
Tire Brand: Bridgestone
Tire Model: Dueler H/T 684II
Tire Type: All-season
Wheel Size: 17-by-7.5 inches front and rear
Wheel Material (front/rear): Cast aluminum
Manufacturer Curb Weight (lb): 4750
Curb Weight As Tested (lb): 4750
Weight Distribution, F/R (%): 53.2/46.7
Recommended Fuel: Regular unleaded
Fuel Tank Capacity (gal): 24.0
EPA Fuel Economy (mpg): 17 city/19 highway
Edmunds Observed (mpg): 19.5
Conditions for Testing Top
Temperature (Fahrenheit): 72.2
Humidity: 56%
Elevation (ft): 1,121
Wind: 5.1
Performance Top
0 - 30 (sec): 3.1
0 - 45 (sec): 5.3
0 - 60 (sec): 8.2
0 - 75 (sec): 12.3
1/4 Mile (sec @ mph): 16.1 @ 86.1
0-60 with 1-ft Rollout (sec): 7.9
30 - 0 (ft): 35
60 - 0 (ft): 140
Braking Rating (Excellent, Good, Average, Poor or Very Poor): Average
Slalom (mph): 57.2 Trac/Stab on; 57.2 Trac/Stab off
Skid Pad Lateral acceleration (g): 0.69 Trac/Stab on; 0.71 Trac/Stab off
Handling Rating (Excellent, Good, Average, Poor or Very Poor): Average
Db @ Idle: 38
Db @ Full Throttle: 75
Db @ 70 mph Cruise: 63
Acceleration Comments: All testing conducted in 2WD High. A little reluctant to get away from the line, but once under way, the 4Runner's V6 engine is obviously powerful. Best results were with zero wheelspin in Sport mode with automatic upshifts. This performance is impressive considering the vehicle's obvious off-road engineering and considerable weight.
Handling Comments: Considering the true off-road tuning of the 4Runner plus the tall-sidewall off-road tires and compliant, long-travel suspension, a consistent ability to come to a halt in 140 feet is remarkable. Consider the comparison with the Hummer H3!
Braking Comments: Skid pad: Isolated steering feel, pronounced body roll and off-road tires -- evidence of off-road tuning -- yet consistent 0.71g. Pretty good. Very little intrusion from stability control when engaged, hence very similar performance. Slalom: The stability control is calibrated to intrude exactly at the limit of grip, so near identical results with system engaged or disengaged. As you'd expect from tall tire sidewalls and soft suspension, the 4Runner is loath to change direction quickly, so it takes an eternity to respond to steering input.
Specifications
Length (in): 189.9
Width (in): 75.8
Height (in): 70.1
Wheelbase (in): 109.8
Front Track (in): 63.2
Rear Track (in): 63.2
Legroom, front (in): 41.7
Legroom, rear (in): 32.9
Legroom, 3rd row (in): 29.3 (optional)
Headroom, front (in): 39.3
Headroom, rear (in): 38.6
Headroom, 3rd row (in): 34.3 (optional)
Shoulder room, front (in): 57.8
Shoulder room, rear (in): 57.8
Shoulder room, 3rd row (in): 57.7
Maximum Seating Capacity: 8
Cargo Volume (cu-ft): 47.2/46.3 with slide deck
Max Cargo Volume, rear seats down (cu-ft): 89.7/88.8 with slide deck
Warranty Information
Bumper-to-Bumper: 3 years/36,000 miles
Power Train: 5 years/60,000 miles
Corrosion: 5 years/Unlimited miles
Roadside Assistance: Not available
Scheduled Maintenance: Not available
Safety Information
Front Airbags: Standard
Side Airbags: Standard dual front
Head Airbags: Standard front and rear
Knee Airbags: Not available
Antilock Brakes: Four-wheel ABS
Electronic Brake Enhancements: Braking assist, electronic brakeforce distribution
Traction Control: Standard
Stability Control: Standard
Rollover Protection: Standard
Tire Pressure Monitoring System: Tire-pressure monitoring
Emergency Assistance System: Not available
NHTSA Crash Test Driver: Not available
NHTSA Crash Test Passenger: Not available
NHTSA Crash Test Side Front: Not available
NHTSA Crash Test Side Rear: Not available
NHTSA Rollover: Not available
IIHS Offset: Not available
It's finally time to take a look at the 2010 Toyota 4Runner, and we're happy (and almost a bit surprised) to report it's still a hard-core, body-on-frame SUV. True to the early rumors, the V8 is gone, though the updated 4.0-liter V6 is as good as ever and it's joined by a more fuel-efficient 2.7-liter four-cylinder base engine.
Familiar SR5 and Limited trim levels return, but we've tested the most serious off-road version of the new 4Runner, the Trail Grade. We've taken this four-wheel-drive 2010 4Runner on near-vertical dirt trails, naturally, and run it through our usual battery of acceleration, braking and handling tests.
It's tough to find another midsize SUV to compare the 4Runner to anymore, Contributor Mark Williams writes, but you'll marvel at its off-road capability. And don't be surprised if it feels as good as a typical crossover SUV as you're cruising down the highway.
Climbing up the near-vertical dirt trail in the all-new 2010 Toyota 4Runner Trail Grade seems pretty easy, at least until we get to the hill-climb's crest. The trail is actually too steep to walk up and the front tire on the driver side starts losing traction and the front end begins to slide off the trail toward a drop-off that borders each side of the incline.
After stopping the SUV on the hill's face (and taking a few deep breaths), we engage the push-button Crawl Control on its most aggressive setting, grab on tight to the steering wheel and take our foot completely off the brake. This allows the Crawl Control to modulate throttle and traction control at each wheel to maximize grip up the hill at a slow and controlled pace, allowing us to just focus on steering away from the cliff's edge.
A few short moments later, we crest the trail's lip with ease.
Making Something (Focused) for Everyone
If you've ever been stuck on a steep hill-climb, the 2010 Toyota 4Runner's crawl-control technology — first introduced in the 2008 Toyota Land Cruiser and also featured in the 2008 Lexus LX 570 — will make you an instant convert. You won't find anything closer to a "God button" in the automotive kingdom. But is all this heavy-duty four-wheel-drive technology necessary for a midsize SUV in today's market?
Probably not, especially since so few people do anything close to hard-core four-wheeling. Yet if you ask Toyota, it has a different answer. Russ Koble, product education manager for trucks and SUVs, says there's nothing complicated here: "It's a simple strategy, really. We want to make something for everyone, no matter where they live or what they need."
In the midsize market, Toyota offers both the Highlander crossover and the 4Runner SUV, where many other manufacturers offer just one product. This overlap has allowed Akio Nishimura, the 4Runner's chief engineer, not only to start with a clean sheet of paper but also to stay true to the vehicle's rugged heritage — something many other makers of midsize SUVs have comfortably abandoned in search of a more carlike bull's-eye.
If some of the exterior styling cues look familiar (the hood, the bulging headlights and taillights, and the muscular front and rear shoulders), it's because Nishimura also has been the chief engineer for the Toyota FJ Cruiser. In fact, it was in that capacity he first learned that the FJ's platform (also used for the Toyota Land Cruiser and Japanese-market Toyota Prado) would also be underneath the new-generation 4Runner.
The FJ Cruiser Connection
Though the 2010 Toyota 4Runner's wheelbase still measures 109.8 inches and the vehicle is less than an inch longer, wider and taller than before, the new platform makes the 4Runner feel much larger inside, due mostly to a lower floor height. This is most evident in the front seats, as you no longer feel like you're sitting in a compact pickup truck (which, indeed, the 4Runner once was long ago) with your legs straight out in front of you.
Interior design touches similar to those of the current FJ include window controls at the top of the door panel (which will unfortunately expose them to moisture), while the switches for the four-wheel-drive system are now located overhead, above the rearview mirror. The center stack and console are much cleaner in design, and it's easier to distinguish the HVAC controls from the radio and navigation system.
Our favorite change to the interior is the new gauge layout, where each of the three instrument binnacles has a floating center with various instrument readouts at the outer edges. At the center of the speedometer is an "ECO" meter, letting you know exactly how fuel-efficient your driving is (green is good; red is bad). The switchgear itself is solid, sturdy and easy to use.
Boots on the Ground
Although the chassis is all-new, the suspension uses the same strategy to deal with road irregularities as did the previous model, with a few twists. The independent front suspension still features dual wishbone-type control arms and coil-over dampers, while the rear suspension remains a four-link live axle located with a panhard rod and suspended by coil springs.
Of note, the rear shocks are mounted far outside of the frame rails to dampen as much of the erratic motions of the stick axle as possible. Additionally, the optional Kinetic Dynamic Suspension System (KDSS, introduced by the current-generation Toyota Land Cruiser) is in place, a hydraulic strut mounted to the wrist-thick front and rear antiroll bars that adds roll stiffness above 40 mph for more body control on the highway and then relaxes it below 40 mph for better wheel articulation off-road.
We found the KDSS a marvel off-road, allowing the suspension to keep the tires on the dirt through holes and off-camber obstacles. On-road it works remarkably well and the twin-tube dampers help keep the chassis far more stable than any midsize, body-on-frame SUV we've ever tested. The 2010 Toyota 4Runner's behavior is so good on dirt that we thought we were riding on underinflated tires, while it handled highway expansion joints every bit as good (and in some cases much better) than the current crop of unibody midsize crossovers.
A new steering setup also allows the 4Runner to carve highway corners like it never could before, no doubt aided by the KDSS's body control. Leave it to Toyota to find a hard-core four-wheel-drive technology that also hugely improves on-road driving dynamics.
Bye-bye V8
Under the hood, the big news is that the previous 4.7-liter V8 goes away. When you consider that this significantly refreshed 4.0-liter V6 offers 10 horsepower more than the V8, you might not miss it so much.
This DOHC 24-valve 3,956cc V6 has variable valve timing on both the intake and exhaust cams, and it produces 270 hp at 5,600 rpm and 278 pound-feet of torque at 4,400 rpm. It delivers pretty good fuel economy for its power output, an EPA-rated 16 mpg city/22 mpg highway/19 mpg combined for this 4Runner 4x4. The two-wheel-drive version of the V6-powered 4Runner is rated at 17 mpg city/23 mpg highway/19 mpg combined.
For serious fuel economy, Toyota has brought back a four-cylinder engine for the two-wheel-drive 4Runner, a 2.7-liter inline-4 rated at 157 hp at 5,200 rpm and 178 lb-ft of torque at 3,800 rpm. Its EPA-rated fuel economy is 18 mpg city/23 mpg highway/20 mpg combined.
We saw 19.4 mpg from our V6-powered 4Runner's trip computer during around-town driving and 21.8 mpg during highway cruising with a light touch on the throttle.
Putting It to the (Track) Test
At the track, our fully loaded Trail Grade 4x4 weighed in at 4,753 pounds, so we were impressed to find it runs to 60 mph in 8.2 seconds (7.9 seconds with 1 foot of rollout like on a drag strip). Our best result came with no wheelspin in the transmission's Sport mode, letting the five-speed unit shift itself. This 4Runner Trail Grade has a final-drive ratio of 3.73:1, while 1st gear is 3.52:1.
With P265/70R17 113S Bridgestone Dueler H/T 684II all-season tires on the ground, the 4Runner stops in 140 feet from 60 mph. Naturally the combination of the tall tire sidewalls and long-travel suspension that you want for off-roading doesn't produce impressive results in our handling tests, as our truck records a modest 57.2 mph in the slalom and 0.71g on the skid pad. This is pretty good, we'd say, and we find it interesting that the stability control isn't very intrusive yet manages to engage at exactly the moment on the skid pad when the tires begin to lose their grip.
Fitting in
This 2010 Toyota 4Runner Trail Grade introduces some useful new hardware, and the result lives up to what we expect from the truck that reminds us that there's a whole family of Toyota off-road loyalists out there. Our guess is that Toyota might introduce the Tundra pickup's 4.6-liter V8 and six-speed automatic transmission for the 2011 Lexus GX, the 4Runner's upmarket twin, but it's only really important if towing is your thing. Meanwhile Toyota won't confirm or deny that the six-speed automatic will be paired with the 4Runner's V6 down the road.
Final pricing will be set shortly, but expect the SR5 4x2 four-cylinder model to start well under $30,000, with the fully loaded Limited easily reaching $45,000 and higher. We'd guess that this 2010 Toyota 4Runner Trail Grade with optional KDSS, a navigation system and a mildly upgraded audio system would cost around $38,000.
Comparing the 4Runner to competitors in the midsize segment is a challenge right now, especially since Toyota has decided to maintain much of the 4Runner's traditionally rugged personality at a time when so many other manufacturers are hunting for the crossover sweet spot. There just aren't that many serious 4x4 SUVs being made anymore, really. But keeping a body-on-frame model for people who want real utility as well as real off-road capability makes sense to us.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
Model Year: 2010
Make: Toyota
Model: 4Runner
Style: 4dr SUV
Base Price: $34,000 (estimated)
Price as Tested: $38,000 (estimated)
Options on Test Vehicle: KDSS, DVD-Based Navigation System With JBL Audio.
Drive Type: Four-wheel drive
Transmission Type: Five-speed automatic
Transmission and Axle Ratios (x:1): I=3.52; II=2.042;III=1.40;IV=1.00; V=0.716; R= 3.224; FD :3.727
Engine Type: V6
Displacement (cc / cu-in): 3,956cc (241 cu-in)
Block/Head Material: Aluminum/aluminum
Valvetrain: DOHC, four valves per cylinder, variable valve timing on intake and exhaust
Compression Ratio: 10.1
Horsepower (hp @ rpm): 270 @ 5,600
Torque (lb-ft @ rpm): 278 @ 4,400
Brake Type (front): 13.3-inch ventilated disc
Brake Type (rear): 12.3-inch ventilated disc
Steering System: Rack-and-pinion, speed-proportional power steering
Steering Ratio: 18.4
Suspension Type (front): Double wishbone control arms, coil springs, stabilizer bar
Suspension Type (rear): Solid live axle, four links plus panhard bar, coil springs
Tire Size (front): P265/70R17
Tire Size (rear): P265/70R18
Tire Brand: Bridgestone
Tire Model: Dueler H/T 684II
Tire Type: All-season
Wheel Size: 17-by-7.5 inches front and rear
Wheel Material (front/rear): Cast aluminum
Manufacturer Curb Weight (lb): 4750
Curb Weight As Tested (lb): 4750
Weight Distribution, F/R (%): 53.2/46.7
Recommended Fuel: Regular unleaded
Fuel Tank Capacity (gal): 24.0
EPA Fuel Economy (mpg): 17 city/19 highway
Edmunds Observed (mpg): 19.5
Conditions for Testing Top
Temperature (Fahrenheit): 72.2
Humidity: 56%
Elevation (ft): 1,121
Wind: 5.1
Performance Top
0 - 30 (sec): 3.1
0 - 45 (sec): 5.3
0 - 60 (sec): 8.2
0 - 75 (sec): 12.3
1/4 Mile (sec @ mph): 16.1 @ 86.1
0-60 with 1-ft Rollout (sec): 7.9
30 - 0 (ft): 35
60 - 0 (ft): 140
Braking Rating (Excellent, Good, Average, Poor or Very Poor): Average
Slalom (mph): 57.2 Trac/Stab on; 57.2 Trac/Stab off
Skid Pad Lateral acceleration (g): 0.69 Trac/Stab on; 0.71 Trac/Stab off
Handling Rating (Excellent, Good, Average, Poor or Very Poor): Average
Db @ Idle: 38
Db @ Full Throttle: 75
Db @ 70 mph Cruise: 63
Acceleration Comments: All testing conducted in 2WD High. A little reluctant to get away from the line, but once under way, the 4Runner's V6 engine is obviously powerful. Best results were with zero wheelspin in Sport mode with automatic upshifts. This performance is impressive considering the vehicle's obvious off-road engineering and considerable weight.
Handling Comments: Considering the true off-road tuning of the 4Runner plus the tall-sidewall off-road tires and compliant, long-travel suspension, a consistent ability to come to a halt in 140 feet is remarkable. Consider the comparison with the Hummer H3!
Braking Comments: Skid pad: Isolated steering feel, pronounced body roll and off-road tires -- evidence of off-road tuning -- yet consistent 0.71g. Pretty good. Very little intrusion from stability control when engaged, hence very similar performance. Slalom: The stability control is calibrated to intrude exactly at the limit of grip, so near identical results with system engaged or disengaged. As you'd expect from tall tire sidewalls and soft suspension, the 4Runner is loath to change direction quickly, so it takes an eternity to respond to steering input.
Specifications
Length (in): 189.9
Width (in): 75.8
Height (in): 70.1
Wheelbase (in): 109.8
Front Track (in): 63.2
Rear Track (in): 63.2
Legroom, front (in): 41.7
Legroom, rear (in): 32.9
Legroom, 3rd row (in): 29.3 (optional)
Headroom, front (in): 39.3
Headroom, rear (in): 38.6
Headroom, 3rd row (in): 34.3 (optional)
Shoulder room, front (in): 57.8
Shoulder room, rear (in): 57.8
Shoulder room, 3rd row (in): 57.7
Maximum Seating Capacity: 8
Cargo Volume (cu-ft): 47.2/46.3 with slide deck
Max Cargo Volume, rear seats down (cu-ft): 89.7/88.8 with slide deck
Warranty Information
Bumper-to-Bumper: 3 years/36,000 miles
Power Train: 5 years/60,000 miles
Corrosion: 5 years/Unlimited miles
Roadside Assistance: Not available
Scheduled Maintenance: Not available
Safety Information
Front Airbags: Standard
Side Airbags: Standard dual front
Head Airbags: Standard front and rear
Knee Airbags: Not available
Antilock Brakes: Four-wheel ABS
Electronic Brake Enhancements: Braking assist, electronic brakeforce distribution
Traction Control: Standard
Stability Control: Standard
Rollover Protection: Standard
Tire Pressure Monitoring System: Tire-pressure monitoring
Emergency Assistance System: Not available
NHTSA Crash Test Driver: Not available
NHTSA Crash Test Passenger: Not available
NHTSA Crash Test Side Front: Not available
NHTSA Crash Test Side Rear: Not available
NHTSA Rollover: Not available
IIHS Offset: Not available
09-24-09, 09:29 AM
#17
Rookie
Join Date: Aug 2005
Location: ON
Posts: 63
Likes: 0
Received 0 Likes
on
0 Posts
Official Press Release
From Toyota Motor Corporation
2010 Toyota 4Runner Add to Rich Heritage With More Power, Better MPG
TORRANCE, Calif. (September 24, 2009) When the first Toyota 4Runner sport utility vehicle (SUV) was launched back in 1984 it was a revolutionary new vehicle based on the mechanics of the four-wheel-drive Toyota pickup truck. The 4Runner combined the versatility and go-anywhere ability of four-wheel-drive with the comfort and utility found in passenger cars.
Twenty-five years, four generations and more than 1.5 million sales later, the 4Runner continues to evolve while remaining close to its roots. The all-new fifth-generation 4Runner is even more rugged and athletic, and packed with more power and better mileage. A completely redesigned interior and unique cargo area make the newest 4Runner smarter, more comfortable, and more versatile than ever.
“Backed by a quarter-century of heritage combined with the integration of the latest comfort, convenience and performance technologies, the all-new fifth-generation 4Runner has evolved into one of the most advanced mid-sized truck-based SUV’s on the market while at the same time staying true to its roots as a rugged and durable off-roader,” said Bob Carter, group vice president and general manager of Toyota Division.
More rugged than the Highlander and more versatile than the FJ Cruiser, the 4Runner combines the toughness and durability of body-on-frame construction with multi-use design that excels at a wide variety of tasks.
The newest 4Runner is taller, wider and longer for 2010, and is available in a variety of configurations. It will be offered in three models, top-of-the-line Limited, a well-equipped SR5, plus a Trail grade for those who require 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 4x4 models are equipped with a 4.0-liter V6 mated to a five-speed ECT-i automatic transmission. The 4x2 models will be equipped with either a 2.7-liter four-cylinder engine mated to a four-speed ECT automatic or the 4.0-liter V6 with the five-speed ECT-i automatic. Optional third-row seats allow for up to seven-person capacity.
Exterior Styling
The design strategy for the new 4Runner emphasizes a more rugged, powerful stance. Large diameter wheels and tires were added to not only improve off-road performance, but also enhance the 4Runner’s truck-based characteristics. In addition to its styling emphasis on ruggedness and outdoor adventure, the new design utilizes a combination of Toyota’s classic boxy form and progressive styling.
All 4Runner grades feature rugged new bumpers and wider shoulders, with newly designed head- lamp and tail-light systems, which offer a newly-minted, technical design quality and better nighttime performance. The front ends square fender flares meld with a muscular profile that links with a beefy and square rear bumper and back door.
Aluminum alloy wheels are 17-inches in diameter on SR5 and Trail grades and 20-inches on the Limited, and include a full size spare.
In addition to its distinctive front grille, the SR5 grade also adopts overfenders and mud guards to help tackle inclement weather and off-road conditions. A roof rack comes standard for hauling equipment for outdoor activities.
The Trail grade is designed to maximize off-road performance with a superior approach and departure angles, high ground clearance, and an array of functional upgrades for the most demanding active outdoor enthusiast. It can be distinguished by a unique hood scoop, unique 17-inch wheels, black outer mirrors, front and rear bumper guards and dark smoke treatment on the head and tail lamps.
The Limited and SR5 grades add to the muscular design with special touches that provide a premium appearance. The front end includes a chrome-plated front grille insert, fog lamp bezel and front bumper molding. Front and rear overfenders and side skirts are color-keyed. Chrome plating is also found on the side molding, roof rack and rear bumper.
Turn signals on SR5 and Limited V6 grades are now incorporated into the outside mirrors, along with puddle lamps.
4Runner is available in six exterior colors. Three new colors, Shoreline Blue Pearl, Magnetic Gray Metallic and Classic Silver Metallic, join carryovers Blizzard Pearl, Salsa Red Pearl and Black.
New Engine Choices
The 2010 4Runner is powered by a new 4.0-liter V6, which now generates 270 horsepower and 278 lb-ft of torque. Through the use of advanced engine management that includes dual independent Variable Valve Timing with intelligence (VVT-i), the new 4.0-liter engine offers the best of both worlds, adding more power while improving efficiency. For 2010, the new V6 engine produces 34 horsepower more than the prior V6, and 10 horsepower more than the optional V8 of the previous generation.
Additional mileage improvements have come from careful attention to wind flow, reducing aerodynamic drag to a Cd of 0.365. EPA-estimated mileage improves from 16 city and 21 highway to 17 city/23 highway for the 4x2, and from 16 city and 20 highway to 17 city/22 highway for 4x4 models. Both achieve an EPA-estimated 19 mpg combined, an improvement of more than five percent. With the new 4.0-liter engine, maximum towing capacity is 5,000 pounds.
In addition to the upgraded V6 engine, a proven 2.7-liter four-cylinder engine with VVT-i is available on the 4x2 SR5 model. The gutsy DOHC, 16-valve 2.7 makes 157 horsepower and 178 lb-ft of torque. Mated to a four-speed automatic transmission with 2.80:1 first gear and 0.753 overdrive 4th, the 2.7 delivers 18 city/23 highway mpg.
4x4 Capability Designed-In
To build on its tradition of rugged body-on-frame construction, the newest 4Runner shares the same platform as the FJ Cruiser. Extensive frame and body reinforcements have been added, using high-tensile materials to add strength without adding weight. SR5 and Trail 4x4 models have a two-speed lever-operated, part-time system with neutral position, while the 4Runner Limited is equipped with full-time, four-wheel-drive with a locking center differential and employs a three-mode, center console-mounted switch. The new 4Runner is also equipped with a stronger rear differential over the previous model, thanks to a gear ring that has increased in size from 7.87 to 8.18 inches.
To enhance grip, the A-TRAC system is now standard equipment on all 4x4 models. The system can distribute driving force to any one wheel in contact with the ground, making terrain irregularities and slippery patches transparent to the driver. An electronic-locking rear differential is standard on the Trail grade. Axles house 3.73 gears, or 4.56:1 with the 2.7-liter engine and the differential housings have improved seals for better resistance to mud and water.
An array of advanced features, formerly only available in the Land Cruiser, further boosts off-highway capabilities. The Trail grade offers Toyota’s Kinetic Dynamic Suspension System (KDSS) as an option. KDSS radically improves terrain-following ability by disconnecting stabilizer bars to allow for more axle travel, and better suspension articulation in slow, difficult terrain.
Toyota’s Crawl Control (CRAWL) feature is standard on the Trail grade. CRAWL is an adjustable electro-mechanical system that can be tuned to match the terrain by selecting any of five speed levels. The system maintains an appropriate speed that keeps the vehicle under control and minimizes the load on drivetrain and suspension components. The CRAWL feature helps make traversing difficult terrain easier and safer. With the transfer case shifted into low range, Crawl Control regulates engine speed and output (along with braking force), to propel the vehicle forward or in reverse at one of the five low-speed settings. This allows the driver to maintain focus while steering over very rough level ground or steep grades, without having to also modulate the throttle, or brake, pedals.
The Trail grade also features a Multi-Terrain Select system which allows the 4x4 operator to dial in wheel slip control to match the terrain. In loose terrain such as mud and sand, more-than-normal wheel slip is permitted, allowing wheel-spin to work in the vehicle’s favor. On bumpy moguls, or solid rock, wheel slip is minimized and the system acts more like a limited slip. The Mogul setting is for any extremely uneven terrain, such as V-ditches, slopes, and ridges, uphill or down.
All 4Runner 4x4 models are standard-equipped with Downhill Assist Control (DAC), which is designed to augment the low-speed ascending ability of low-range by holding the vehicle to a target speed with no driver intervention. All V6 4Runner models come standard with Hill-start Assist Control (HAC), which provides additional control for off-road driving by helping to keep the vehicle stationary while starting on a steep incline or slippery surface.
On-Road Driving Dynamics
The new 4Runner may be a truck-based SUV, but it offers the kind of drivability and riding comfort more often associated with car-based platforms.
Coil springs over gas shocks are used at all four corners for a comfortable ride and controlled handling. A double-wishbone independent front suspension, combined with new, variable-flow rack and pinion steering, makes for precise control on demanding roadways. The four-link rear suspension minimizes rear axle hop and assures a smooth ride for back seat passengers.
The Limited grade comes standard with an X-REAS suspension system that further improves performance, comfort and control. X-REAS automatically adjusts the damping force of shocks when driving over bumpy surfaces, or when cornering. The system uses a center control absorber to cross-link shocks on opposite corners of the vehicle, substantially reducing pitch and yaw by offsetting opposing inputs. With X-REAS the new 4Runner corners flatter, smoother, and handles choppy pavement more easily.
Every Safety Precaution Considered
On-road vehicle dynamics are further enhanced by a suite of high-performance, state-of-the-art safety systems. Standard on 4Runner is Toyota’s Star Safety System™, which includes Vehicle Stability Control (VSC) with traction control (TRAC), an Anti-Lock Brake System with Electronic Brake-force Distribution (EBD) and Brake Assist. Vehicle Stability Control (VSC) helps to ensure stability by compensating for oversteer or understeer. The system uses selective braking and modulated engine output to keep the vehicle in line with the driver’s intended course. On 4x2 vehicles, the Auto LSD (Limited Slip Differential) system allows for better traction on slippery sections of roadway.
The four-wheel ABS with EBD provides the 4Runner anti-lock stopping control with optimal brake proportioning, whether the vehicle is loaded or unloaded. Hill-start Assist Control (HAC), standard on all 4x4 models and the 4x2 V6, suppresses backward roll when switching from brake to accelerator. All 2010 4Runners have active headrests for driver and passenger, three-point seat belts for all seats, an energy-absorbing body structure and an energy-absorbing hood to help protect pedestrians.
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.
The 2010 4Runner now offers the new Safety Connect™ telematics system. Available by subscription, with or without the optional navigation system, Safety Connect offers four safety and security features: Automatic Collision Notification, Stolen Vehicle Location, Emergency Assistance Button (SOS), and Roadside Assistance.
In case of either airbag deployment or severe rear-end collision Automatic Collision Notification is designed to automatically call a response center. If a response agent cannot communicate with the occupants, the agent can contact the nearest emergency-services provider to dispatch assistance.
Pushing the in-vehicle “SOS” button allows drivers to reach the response center to request help in an emergency as well as for a wide range of roadside assistance needs. If a 4Runner equipped with Safety Connect is stolen, after a police report is filed and the driver contacts the response center, agents can work with local authorities to help locate and recover the vehicle.
Safety Connect is standard, factory-installed hardware on the 4Runner Limited and available via an active subscription. An included one year trial subscription will be offered on equipped new vehicle purchases.
A rear-view monitor system is standard on Limited and Trail grades and optional on the SR5. The system displays in the rear-view mirror, helping to keep track of hard-to-see objects to the rear of the vehicle. A rear clearance sonar system is standard on SR5 models.
Everyday Convenience and Utility
The all-new 4Runner has been thoughtfully equipped with features and systems to create a comfortable travel space, allowing for convenient operation in everyday use.
The larger interior has been completely redesigned with comfort and utility in mind. The front seats have a greater range of adjustment, both vertically and front to rear.
A bright, highly visible dash houses speedometer, tachometer, voltage, fuel and temp gauges, plus a combination meter that offers multiple functions. An Eco-Driving feedback system allows the driver to manage fuel consumption in real time. Within easy reach of the driver is an overhead console that organizes the off-road control switches into one location. Features like a compass indicator and outside temperature display add functionality in outdoor settings.
A manual climate control air conditioning system is standard on SR5 and Trail grades. An automatic dual zone climate control air conditioning system is standard on the Limited. The system features driver and passenger independent temperature controls, providing separate comfort levels.
For second-row passengers, a newly sculpted front seat-back shape provides additional knee space. A center armrest has been added, and the second-row seats now individually recline up to 16 degrees in four steps.
Third-row seating has been enhanced with a larger, more supportive seating area. Access to the third row has been improved by splitting the second-row seats into a 40/20/40 configuration and adopting a one-touch walk-in function.
A rich leather interior is standard on the Limited grade and optional on SR5. The interior sports newly designed interior color schemes, using Black (Limited only), and Sand Beige. Graphite and Sand Beige fabric is standard on SR5 and Trail. Water-resistant fabric seats are standard equipment of Trail models.
Cargo-Carrying Versatility
The cargo area has been re-engineered to be more versatile than any SUV on the market.
More cargo space is available due to the fold-flat second-row rear seats, which do not require removal of the headrest for rearrangement. For models with three rows of seats, the third row seats are split 50/50, and they readily fold flat to allow the seatback to become the floor of the luggage compartment. They can be folded from the side, or at the rear, using separate one-touch mechanisms. With this new arrangement, more cargo space is available without removing seats, and longer items can be conveniently stored.
A Smart Key System featuring keyless entry with push-button start is standard on the Limited grade. The system allows the driver to unlock or start the vehicle by carrying the keyless remote. The back door window has jam control, like the moonroof and power side windows.
Another convenience feature is an available pull-out cargo deck that is capable of carrying up to 440 pounds of weight. The cargo deck slides out to make loading heavy items easier. When extended, the sturdy cargo deck can also be used to provide seating, sheltered by the hatch, for tailgating and campsite relaxation. For models with the sliding deck, a 6.4-liter capacity storage box has been installed behind the rear seat, for handy storage of tools or other items.
Audio with “Party Mode”
The SR5 base audio system has an AM/FM/CD player with eight speakers, providing quality sound throughout the cabin and is XM® Satellite Radio capable with a SDARS tuner.
Standard audio on the Trail grade and optional on SR5 is an AM/FM/MP3 CD player with eight speakers, integrated XM Satellite Radio (includes 90-day trial subscription), USB port with iPod connectivity, hands-free phone capability and music streaming via Bluetooth® Wireless Technology, and steering wheel audio controls.
The Premium JBL audio system has a six-disk in-dash CD changer and 15 speakers for outstanding audio performance. For models equipped with the optional navigation system, a four-disk CD changer is used, and XM Satellite Radio, Bluetooth, and iPod with MP3 control functions are included, with 15-speaker JBL audio. Reception has been enhanced on and off-road by adopting a fender-mounted, pole-type antenna. The navigation system includes a large seven-inch monitor and features an eco function that allows you to monitor fuel consumption per minute in real time, and fuel consumption per interval.
A “party mode” setting raises the bass and transfers the equalization to the rear of the vehicle to provide excellent outside audio for tailgating. Party mode benefits from rear hatch-mounted speakers and is actuated by a switch, installed in the instrument panel to the right of the driver’s seat (rear hatch speakers function with, or without, party mode).
“In 1984 the first 4Runner helped cultivate and foster the up-and-coming SUV market, said Carter. “When the new 4Runner launches later this fall it will continue to be a perfect fit for young, and young-at-heart, outdoor and off-road enthusiasts.”
2010 Toyota 4Runner Add to Rich Heritage With More Power, Better MPG
TORRANCE, Calif. (September 24, 2009) When the first Toyota 4Runner sport utility vehicle (SUV) was launched back in 1984 it was a revolutionary new vehicle based on the mechanics of the four-wheel-drive Toyota pickup truck. The 4Runner combined the versatility and go-anywhere ability of four-wheel-drive with the comfort and utility found in passenger cars.
Twenty-five years, four generations and more than 1.5 million sales later, the 4Runner continues to evolve while remaining close to its roots. The all-new fifth-generation 4Runner is even more rugged and athletic, and packed with more power and better mileage. A completely redesigned interior and unique cargo area make the newest 4Runner smarter, more comfortable, and more versatile than ever.
“Backed by a quarter-century of heritage combined with the integration of the latest comfort, convenience and performance technologies, the all-new fifth-generation 4Runner has evolved into one of the most advanced mid-sized truck-based SUV’s on the market while at the same time staying true to its roots as a rugged and durable off-roader,” said Bob Carter, group vice president and general manager of Toyota Division.
More rugged than the Highlander and more versatile than the FJ Cruiser, the 4Runner combines the toughness and durability of body-on-frame construction with multi-use design that excels at a wide variety of tasks.
The newest 4Runner is taller, wider and longer for 2010, and is available in a variety of configurations. It will be offered in three models, top-of-the-line Limited, a well-equipped SR5, plus a Trail grade for those who require 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 4x4 models are equipped with a 4.0-liter V6 mated to a five-speed ECT-i automatic transmission. The 4x2 models will be equipped with either a 2.7-liter four-cylinder engine mated to a four-speed ECT automatic or the 4.0-liter V6 with the five-speed ECT-i automatic. Optional third-row seats allow for up to seven-person capacity.
Exterior Styling
The design strategy for the new 4Runner emphasizes a more rugged, powerful stance. Large diameter wheels and tires were added to not only improve off-road performance, but also enhance the 4Runner’s truck-based characteristics. In addition to its styling emphasis on ruggedness and outdoor adventure, the new design utilizes a combination of Toyota’s classic boxy form and progressive styling.
All 4Runner grades feature rugged new bumpers and wider shoulders, with newly designed head- lamp and tail-light systems, which offer a newly-minted, technical design quality and better nighttime performance. The front ends square fender flares meld with a muscular profile that links with a beefy and square rear bumper and back door.
Aluminum alloy wheels are 17-inches in diameter on SR5 and Trail grades and 20-inches on the Limited, and include a full size spare.
In addition to its distinctive front grille, the SR5 grade also adopts overfenders and mud guards to help tackle inclement weather and off-road conditions. A roof rack comes standard for hauling equipment for outdoor activities.
The Trail grade is designed to maximize off-road performance with a superior approach and departure angles, high ground clearance, and an array of functional upgrades for the most demanding active outdoor enthusiast. It can be distinguished by a unique hood scoop, unique 17-inch wheels, black outer mirrors, front and rear bumper guards and dark smoke treatment on the head and tail lamps.
The Limited and SR5 grades add to the muscular design with special touches that provide a premium appearance. The front end includes a chrome-plated front grille insert, fog lamp bezel and front bumper molding. Front and rear overfenders and side skirts are color-keyed. Chrome plating is also found on the side molding, roof rack and rear bumper.
Turn signals on SR5 and Limited V6 grades are now incorporated into the outside mirrors, along with puddle lamps.
4Runner is available in six exterior colors. Three new colors, Shoreline Blue Pearl, Magnetic Gray Metallic and Classic Silver Metallic, join carryovers Blizzard Pearl, Salsa Red Pearl and Black.
New Engine Choices
The 2010 4Runner is powered by a new 4.0-liter V6, which now generates 270 horsepower and 278 lb-ft of torque. Through the use of advanced engine management that includes dual independent Variable Valve Timing with intelligence (VVT-i), the new 4.0-liter engine offers the best of both worlds, adding more power while improving efficiency. For 2010, the new V6 engine produces 34 horsepower more than the prior V6, and 10 horsepower more than the optional V8 of the previous generation.
Additional mileage improvements have come from careful attention to wind flow, reducing aerodynamic drag to a Cd of 0.365. EPA-estimated mileage improves from 16 city and 21 highway to 17 city/23 highway for the 4x2, and from 16 city and 20 highway to 17 city/22 highway for 4x4 models. Both achieve an EPA-estimated 19 mpg combined, an improvement of more than five percent. With the new 4.0-liter engine, maximum towing capacity is 5,000 pounds.
In addition to the upgraded V6 engine, a proven 2.7-liter four-cylinder engine with VVT-i is available on the 4x2 SR5 model. The gutsy DOHC, 16-valve 2.7 makes 157 horsepower and 178 lb-ft of torque. Mated to a four-speed automatic transmission with 2.80:1 first gear and 0.753 overdrive 4th, the 2.7 delivers 18 city/23 highway mpg.
4x4 Capability Designed-In
To build on its tradition of rugged body-on-frame construction, the newest 4Runner shares the same platform as the FJ Cruiser. Extensive frame and body reinforcements have been added, using high-tensile materials to add strength without adding weight. SR5 and Trail 4x4 models have a two-speed lever-operated, part-time system with neutral position, while the 4Runner Limited is equipped with full-time, four-wheel-drive with a locking center differential and employs a three-mode, center console-mounted switch. The new 4Runner is also equipped with a stronger rear differential over the previous model, thanks to a gear ring that has increased in size from 7.87 to 8.18 inches.
To enhance grip, the A-TRAC system is now standard equipment on all 4x4 models. The system can distribute driving force to any one wheel in contact with the ground, making terrain irregularities and slippery patches transparent to the driver. An electronic-locking rear differential is standard on the Trail grade. Axles house 3.73 gears, or 4.56:1 with the 2.7-liter engine and the differential housings have improved seals for better resistance to mud and water.
An array of advanced features, formerly only available in the Land Cruiser, further boosts off-highway capabilities. The Trail grade offers Toyota’s Kinetic Dynamic Suspension System (KDSS) as an option. KDSS radically improves terrain-following ability by disconnecting stabilizer bars to allow for more axle travel, and better suspension articulation in slow, difficult terrain.
Toyota’s Crawl Control (CRAWL) feature is standard on the Trail grade. CRAWL is an adjustable electro-mechanical system that can be tuned to match the terrain by selecting any of five speed levels. The system maintains an appropriate speed that keeps the vehicle under control and minimizes the load on drivetrain and suspension components. The CRAWL feature helps make traversing difficult terrain easier and safer. With the transfer case shifted into low range, Crawl Control regulates engine speed and output (along with braking force), to propel the vehicle forward or in reverse at one of the five low-speed settings. This allows the driver to maintain focus while steering over very rough level ground or steep grades, without having to also modulate the throttle, or brake, pedals.
The Trail grade also features a Multi-Terrain Select system which allows the 4x4 operator to dial in wheel slip control to match the terrain. In loose terrain such as mud and sand, more-than-normal wheel slip is permitted, allowing wheel-spin to work in the vehicle’s favor. On bumpy moguls, or solid rock, wheel slip is minimized and the system acts more like a limited slip. The Mogul setting is for any extremely uneven terrain, such as V-ditches, slopes, and ridges, uphill or down.
All 4Runner 4x4 models are standard-equipped with Downhill Assist Control (DAC), which is designed to augment the low-speed ascending ability of low-range by holding the vehicle to a target speed with no driver intervention. All V6 4Runner models come standard with Hill-start Assist Control (HAC), which provides additional control for off-road driving by helping to keep the vehicle stationary while starting on a steep incline or slippery surface.
On-Road Driving Dynamics
The new 4Runner may be a truck-based SUV, but it offers the kind of drivability and riding comfort more often associated with car-based platforms.
Coil springs over gas shocks are used at all four corners for a comfortable ride and controlled handling. A double-wishbone independent front suspension, combined with new, variable-flow rack and pinion steering, makes for precise control on demanding roadways. The four-link rear suspension minimizes rear axle hop and assures a smooth ride for back seat passengers.
The Limited grade comes standard with an X-REAS suspension system that further improves performance, comfort and control. X-REAS automatically adjusts the damping force of shocks when driving over bumpy surfaces, or when cornering. The system uses a center control absorber to cross-link shocks on opposite corners of the vehicle, substantially reducing pitch and yaw by offsetting opposing inputs. With X-REAS the new 4Runner corners flatter, smoother, and handles choppy pavement more easily.
Every Safety Precaution Considered
On-road vehicle dynamics are further enhanced by a suite of high-performance, state-of-the-art safety systems. Standard on 4Runner is Toyota’s Star Safety System™, which includes Vehicle Stability Control (VSC) with traction control (TRAC), an Anti-Lock Brake System with Electronic Brake-force Distribution (EBD) and Brake Assist. Vehicle Stability Control (VSC) helps to ensure stability by compensating for oversteer or understeer. The system uses selective braking and modulated engine output to keep the vehicle in line with the driver’s intended course. On 4x2 vehicles, the Auto LSD (Limited Slip Differential) system allows for better traction on slippery sections of roadway.
The four-wheel ABS with EBD provides the 4Runner anti-lock stopping control with optimal brake proportioning, whether the vehicle is loaded or unloaded. Hill-start Assist Control (HAC), standard on all 4x4 models and the 4x2 V6, suppresses backward roll when switching from brake to accelerator. All 2010 4Runners have active headrests for driver and passenger, three-point seat belts for all seats, an energy-absorbing body structure and an energy-absorbing hood to help protect pedestrians.
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.
The 2010 4Runner now offers the new Safety Connect™ telematics system. Available by subscription, with or without the optional navigation system, Safety Connect offers four safety and security features: Automatic Collision Notification, Stolen Vehicle Location, Emergency Assistance Button (SOS), and Roadside Assistance.
In case of either airbag deployment or severe rear-end collision Automatic Collision Notification is designed to automatically call a response center. If a response agent cannot communicate with the occupants, the agent can contact the nearest emergency-services provider to dispatch assistance.
Pushing the in-vehicle “SOS” button allows drivers to reach the response center to request help in an emergency as well as for a wide range of roadside assistance needs. If a 4Runner equipped with Safety Connect is stolen, after a police report is filed and the driver contacts the response center, agents can work with local authorities to help locate and recover the vehicle.
Safety Connect is standard, factory-installed hardware on the 4Runner Limited and available via an active subscription. An included one year trial subscription will be offered on equipped new vehicle purchases.
A rear-view monitor system is standard on Limited and Trail grades and optional on the SR5. The system displays in the rear-view mirror, helping to keep track of hard-to-see objects to the rear of the vehicle. A rear clearance sonar system is standard on SR5 models.
Everyday Convenience and Utility
The all-new 4Runner has been thoughtfully equipped with features and systems to create a comfortable travel space, allowing for convenient operation in everyday use.
The larger interior has been completely redesigned with comfort and utility in mind. The front seats have a greater range of adjustment, both vertically and front to rear.
A bright, highly visible dash houses speedometer, tachometer, voltage, fuel and temp gauges, plus a combination meter that offers multiple functions. An Eco-Driving feedback system allows the driver to manage fuel consumption in real time. Within easy reach of the driver is an overhead console that organizes the off-road control switches into one location. Features like a compass indicator and outside temperature display add functionality in outdoor settings.
A manual climate control air conditioning system is standard on SR5 and Trail grades. An automatic dual zone climate control air conditioning system is standard on the Limited. The system features driver and passenger independent temperature controls, providing separate comfort levels.
For second-row passengers, a newly sculpted front seat-back shape provides additional knee space. A center armrest has been added, and the second-row seats now individually recline up to 16 degrees in four steps.
Third-row seating has been enhanced with a larger, more supportive seating area. Access to the third row has been improved by splitting the second-row seats into a 40/20/40 configuration and adopting a one-touch walk-in function.
A rich leather interior is standard on the Limited grade and optional on SR5. The interior sports newly designed interior color schemes, using Black (Limited only), and Sand Beige. Graphite and Sand Beige fabric is standard on SR5 and Trail. Water-resistant fabric seats are standard equipment of Trail models.
Cargo-Carrying Versatility
The cargo area has been re-engineered to be more versatile than any SUV on the market.
More cargo space is available due to the fold-flat second-row rear seats, which do not require removal of the headrest for rearrangement. For models with three rows of seats, the third row seats are split 50/50, and they readily fold flat to allow the seatback to become the floor of the luggage compartment. They can be folded from the side, or at the rear, using separate one-touch mechanisms. With this new arrangement, more cargo space is available without removing seats, and longer items can be conveniently stored.
A Smart Key System featuring keyless entry with push-button start is standard on the Limited grade. The system allows the driver to unlock or start the vehicle by carrying the keyless remote. The back door window has jam control, like the moonroof and power side windows.
Another convenience feature is an available pull-out cargo deck that is capable of carrying up to 440 pounds of weight. The cargo deck slides out to make loading heavy items easier. When extended, the sturdy cargo deck can also be used to provide seating, sheltered by the hatch, for tailgating and campsite relaxation. For models with the sliding deck, a 6.4-liter capacity storage box has been installed behind the rear seat, for handy storage of tools or other items.
Audio with “Party Mode”
The SR5 base audio system has an AM/FM/CD player with eight speakers, providing quality sound throughout the cabin and is XM® Satellite Radio capable with a SDARS tuner.
Standard audio on the Trail grade and optional on SR5 is an AM/FM/MP3 CD player with eight speakers, integrated XM Satellite Radio (includes 90-day trial subscription), USB port with iPod connectivity, hands-free phone capability and music streaming via Bluetooth® Wireless Technology, and steering wheel audio controls.
The Premium JBL audio system has a six-disk in-dash CD changer and 15 speakers for outstanding audio performance. For models equipped with the optional navigation system, a four-disk CD changer is used, and XM Satellite Radio, Bluetooth, and iPod with MP3 control functions are included, with 15-speaker JBL audio. Reception has been enhanced on and off-road by adopting a fender-mounted, pole-type antenna. The navigation system includes a large seven-inch monitor and features an eco function that allows you to monitor fuel consumption per minute in real time, and fuel consumption per interval.
A “party mode” setting raises the bass and transfers the equalization to the rear of the vehicle to provide excellent outside audio for tailgating. Party mode benefits from rear hatch-mounted speakers and is actuated by a switch, installed in the instrument panel to the right of the driver’s seat (rear hatch speakers function with, or without, party mode).
“In 1984 the first 4Runner helped cultivate and foster the up-and-coming SUV market, said Carter. “When the new 4Runner launches later this fall it will continue to be a perfect fit for young, and young-at-heart, outdoor and off-road enthusiasts.”
