If you’re the adventurous type and therefore require something to get you as far into (and out of) the wilderness as possible, there might be more options than you think amongst mainstream volume brands.…

2020 Toyota 4Runner Venture Edition Road Test

2020 Toyota 4Runner Venture Edition
Toyota’s new Venture Edition is one of the most 4×4-focused versions of its 2020 4Runner.

If you’re the adventurous type and therefore require something to get you as far into (and out of) the wilderness as possible, there might be more options than you think amongst mainstream volume brands.

Jeep is the go-to-choice for many, its regular-wheelbase Wrangler, four-door Wrangler Unlimited and new Gladiator pickup truck being favourites within the go-anywhere crowd, while Ford has finally anted up with the long-awaited Bronco in regular and lite Sport flavours. Toyota and Nissan have opted out of this compact segment, however, so their respective FJ Cruiser and Xterra SUVs can only be purchased on the pre-owned market.

2020 Toyota 4Runner Venture Edition
The 4Runner is long and therefore fully capable of hauling loads of cargo and passengers.

Jeep’s much more refined Grand Cherokee is also respected off the beaten path, but it’s larger, more upscale and therefore pricier than the SUVs just mentioned, while Dodge and Ford provide their Durango and Explorer utilities in this upper class respectively, albeit with limited 4×4 capability.

If you’re willing to move up to something larger, heavier and even more expensive, the full-size Nissan Armada is certainly trail-ready thanks to being nearly identical to the legendary world-market Patrol. Speaking of legendary and large, Toyota’s Land Cruiser is thought by many to be the ultimate 4×4, but it’s not directly available in Canada and quite pricey as well, causing some in the super-sized SUV segment to opt for the Japanese brand’s Tundra-based Sequoia instead.

2020 Toyota 4Runner Venture Edition
The 4Runner still looks good after all these years.

Alternatively, more full-size utility buyers will choose a Ford Expedition or one of the General’s Chevy Tahoe/Suburban and GMC Yukon/Yukon XL twins, all of which are as good for transporting a sizeable family with all their gear across town, as they’re capable of seeking out remote campsites at the ends of unmaintained logging roads.

Then there’s the Toyota 4Runner, a good compromise between full-size and compact utilities. As for its 4×4 prowess, those not already familiar with the 4Runner’s superb off-road capability can gain confidence by learning it’s based off of the global-market Land Cruiser Prado (redesigned and sold as the Lexus GX here), so it comes by its rock-crawling tenacity naturally.

2020 Toyota 4Runner Venture Edition
The Venture Edition includes some nice 4×4-read features.

Of course, every time I get a 4Runner I put it to the test. This is when I’m glad that Toyota hasn’t made it the most technologically advanced 4×4 on the market, but rather stayed with tried and true (some would say archaic) components. Instead of utilizing a modern eight-speed automatic transmission, its gearbox incorporates just five forward speeds, which according to all the mechanics I’ve ever spoken to means there are three fewer things to go wrong. The first use of this ECT-i five-speed automatic with overdrive in a light truck application was for the 2004 4Runner model year when it came mated to Toyota’s fabulous 4.7-litre V8 (that’s a version I’d love to pick up), Toyota having replaced its old four-speed auto with this five-speed across the line the following year.

2020 Toyota 4Runner Venture Edition
Sharp looking 17-inch TRD alloys combine with 265/70 Bridgestone Dueller H/T mud-and-snow tires, a good road/trail compromise.

The 4.0-litre “1GR” V6 under the hood is even more experienced, dating back to 2002 in its old GRN210/215 VVT-I phase. That model only made 236 horsepower and 266 lb-ft of torque, with Toyota introducing the current Dual VVT-I version boasting 270 horsepower and 278 lb-ft of torque in 2010 (which actually added 10 horsepower over the old V8 that was discontinued after 2009, albeit 28 fewer lb-ft of torque).

Heaving this hefty 2,155-kilo (4,750-lb) body-on-frame SUV down the road makes a guy wish that Toyota once again offered it with a V8, but the 4.6-litre mill in the aforementioned GX 460 is even thirstier than the 4Runner’s V6, at least on paper. The Toyota SUV’s powertrain sucks back 14.8 L/100km in the city, 12.5 on the highway and 13.8 combined compared to Lexus’ 16.2 city, 12.3 highway and 14.5 combined, and the GX gets an additional forward gear. Yes, fuel economy is the bane of both Toyota/Lexus off-roaders, but before you start worrying about all the regular unleaded you’ll be pumping into your new ride, I’ll refer you back to those mechanics that say you’ll get it all back in a lack of repairs if you keep either past warranty.

2020 Toyota 4Runner Venture Edition
While you should watch your shins, these side steps are really helpful in urban situations, but could get you hung up off-road.

I should probably insert something about the 4Runner’s especially good resale and/or residual values here, the current model expected to depreciate slowest in the “Mid-size Crossover/SUV” class according to The Canadian Black Book 2019 study, with the GX 460 taking top-spot in its “Mid-size Luxury Crossover/SUV” segment. The Toyota brand holds its value best overall too, adds The Canadian Black Book, and has zero vehicles in the fastest depreciating category. A special mention should go out to Jeep that leads its “Compact Crossover/SUV” class with the Wrangler, nothing new here, but only fair to mention.

2020 Toyota 4Runner Venture Edition
This handy cargo basket comes standard with the Venture Edition, but watch your height when parking under cover.

Like that Jeep, the 4Runner uses a part-time four-wheel drive system to power all four wheels. This means only the rear wheels get torque unless the front axle is manually engaged into either four-high or four-low via the second shift lever on the lower console, the latter requiring a bit of muscle. It all has a nice mechanical feel to it that brings back memories of decades past, something I happen to like in an SUV.

That’s probably why I like and collect mechanical tool watches, particularly Seikos and Citizens. Yes, there’s a Japanese theme here, but it’s hard to argue against these brands’ similarly simple, straight-forward, dependable values. The 4Runner is the SKX007 diver of the automotive world, a watch that doesn’t even hack or manually wind. Still, like that forever-stylish timepiece, the ruggedly handsome 4Runner is fully capable of taking a beating, and plenty comfortable too.

2020 Toyota 4Runner Venture Edition
This is where the 4Runner Venture Edition feels most at home (sadly this off-road area has been bulldozed flat in the name of progress).

Those unfamiliar with body-on-frame SUVs tend to believe they ride like trucks (to coin a phrase, as the Tacoma and Tundra ride pretty well too), but due to greater curb weight than their car-based crossover counterparts, and generous suspension travel required for off-road use, the 4Runner is actually quite smooth over rough pavement and easy to drive around town thanks to its tall vantage point and reasonable dimensions. It’s decent through fast-paced curves too, due to an independent double-wishbone front suspension design up front and a four-link setup in the back, plus stabilizer bars at each end, not to mention Toyota’s impressive (and standard) Kinetic Dynamic Suspension System (KDSS) that limits body lean by up to 50 percent at higher speeds, but let’s be real, it’s not going to out-hustle a RAV4 or Highlander when the road starts to twist.

2020 Toyota 4Runner Venture Edition
Few mid-size SUVs can keep up with the 4Runner on the trail.

On that note, it’s comfortable in all five seats too. And yes, I’m aware it also comes with three rows for up to seven occupants, but I won’t go so far as to say its third row is good for anyone but small kids. Being that my children are grown and grandkids are probably still a long way away, I’d personally opt for the as-tested two-row variant. Rear seat legroom should be more than adequate for all heights, by the way, plus there’s ample side-to-side room for larger folk too.

This two-row version provides 1,336 litres (47.2 cubic feet) of cargo space below its standard retractable cargo cover, aft of its second row, which should be ample for most. Of course, Toyota offers the Sequoia for 4×4 fans that need more, but sales to 543 last year clearly say the 4Runner’s space is enough. I particularly like that its rear seatbacks fold in the most convenient 40/20/40 configuration, which allows longer items like skis to fit down the middle while rear occupants enjoy the optimal window seats. Folding them flat offers up 2,540 litres (89.7 cu ft) of total stowage space, including up to 737 kg (1,625 lbs) of payload. Not enough? The 4Runner can trailer up to 2,268 kg (5,000 lbs) in standard trim thanks to an included receiver hitch and wiring harness with 4- and 7-pin connectors, plus this awesome looking Venture Edition gives you the option of loading gear in the full-metal basket on top of the roof.

2020 Toyota 4Runner Venture Edition
Overcoming these types of obstacles is an easy feat for any 4Runner.

This last point makes clear that the Venture Edition was mostly focused on life in the wild instead of navigating the urban jungle, as the just-noted Yakima MegaWarrior Rooftop Basket, measuring 1,321 millimetres (52 inches) in length, 1,219 mm (48 in) in width, and 165 mm (6.5 in) tall, increases the 4Runner’s overall height by 193 mm (7.6 in) for a total road to parkade ceiling-mounted pipe-collision height of 2,009 mm (79.09 in)—the Venture Edition’s 17-inch TRD alloys on 265/70 Bridgestone Dueller H/T mud-and-snow rubber means that it measures in at 1,816 mm (71.5 in) tall, sans basket. Sure, you can remove the rooftop carrier to make it more practical during everyday use, but this limits some of the Venture’s visual appeal while touring around town.

2020 Toyota 4Runner Venture Edition
The 4Runner can even give novice off-roaders confidence when tackling rough terrain.

Additional Venture Edition extras not yet mentioned include blackened side mirrors, door handles (featuring proximity entry buttons), roof spoiler and badges, Predator side steps for an easier step up when climbing inside, all-weather floor mats, a windshield wiper de-icer, mudguards, an auto-dimming centre mirror, a HomeLink garage door opener, dual front- and twin second-row USB ports, a household-style 120-volt power outlet in the cargo compartment, active front headrests, eight total airbags, and Toyota’s Safety Sense P suite of advanced driver assistance features, which include automatic Pre-Collision System with Pedestrian Detection, Lane Departure Alert, Automatic High Beams, and Dynamic Radar Cruise Control. Options not already mentioned include a sliding rear cargo deck with an under-floor storage compartment.

2020 Toyota 4Runner Venture Edition
The Venture Edition’s interior is more refined than previous iterations of non-Limited 4Runners.

Take note, the very helpful side steps just mentioned will most definitely get in the way during extreme off-roading, potentially hanging up on rocks, roots and sharp crests, so while you’re fastening the basket back onto the roof rails you may want to unbolt these before entering the backcountry. As for the 4Runner’s ability when such low-hanging hooks are removed, it’s one of few iconic 4x4s available today as noted above.

Having headed straight over to my local watery mess of a sand, mud and rock infested off-road area I was saddened to find out there wasn’t much of it left, the riverside land being redeveloped for petroleum storage and thus, no longer available to off-road enthusiasts. Normally this little spit of dirt is filled with every sort of 4×4, ATV, dirt bike and the like, but alas it shall no longer enjoy the company of us crazies that it’s allocated to more productive work, and I will no longer have this conveniently close location for my own sandbox playtime and photographic exploits.

2020 Toyota 4Runner Venture Edition
Toyota has had plenty of time to get the 4Runner’s cockpit right, and thus it’s well organized and filled with useful features.

I did manage to trek over a few last remaining trails that are now bulldozed flat, showing this 4Runner Venture Edition in its element, so make sure to enjoy our photo gallery above. With “L4” engaged and deep ruts of dried mud below, I engaged the overhead console-mounted Active Trac (A-TRAC) brake lock differential (it’s right next to the standard moonroof’s controls). A-TRAC stops a given wheel from spinning before redirecting torque to the wheel with traction, and locks the electronic rear differential. I also dialled in some Crawl Control to maintain a steady speed while lifting myself up with both feet to more easily see over the hood for any obstacles that might be in my way. Crawl Control provides up to five throttle speeds for this purpose. This reminds me of my dad using the old-school dash-mounted hand throttle/choke to do much the same in his now classic Land Cruiser FJ, but it incorporated a manual gearbox and therefore relied on its low gear ratio to automatically apply engine braking when going downhill, while the wholly modernized 4Runner system in fact applies brake pressure electronically in order to maintain a chosen speed when trekking downhill. The 4Runner’s Hill Start Assist Control system also helps in such situations, albeit going uphill.

2020 Toyota 4Runner Venture Edition
The 4Runner’s gauge cluster is simple and straightforward, but it more than does the job.

The dial next to this one is for engaging the automated Multi-Terrain Select system. This sets the drivetrain and electronic driving aids up for the majority of conditions you might face when off-road, from light- to heavy-duty trails, the system’s most capable auto-setting being rock mode. Other settings include its second-most capable mogul setting, which is followed by loose rock. All of the above are only operable when the secondary set of low (L4) gears are in use, incidentally, whereas the least capable mud and sand mode can be utilized when both L4 and H4 are engaged.

2020 Toyota 4Runner Venture Edition
The centre stack is well designed and new infotainment touchscreen excellent.

The 4Runner’s 244 mm (9.6 in) of ground clearance and 33/26-degree approach/departure angles mean that it shouldn’t drag over obstacles, but if rocks hit the undercarriage rest assured that rugged skid plates are in place to protect the engine, front suspension and transfer case. Again, those standard side steps could interfere with your forward momentum.

These steps can also be damaging to shins if you’re not paying close attention when climbing inside, something I experienced a couple of times (followed by expletives), but some of that pain will ease once seated in the model’s comfortable driver’s perch. I found the primary seat ideal for my five-foot-eight, long-legged, short-torso body type, with the rake and reach of the steering column ample for comfortable yet controlled operation, which is probably the most important issue I have with any new vehicle I test drive (and have had with many Toyotas in the past—they’re improving).

2020 Toyota 4Runner Venture Edition
The second lever in behind is for engaging 4WD.

Looking around and tapping everything like I always do (so annoying to past significant others), all the 4Runner’s knobs, buttons and rocker switches look and feel heavy-duty, as if Toyota pulled inspiration from Casio’s nearly indestructible G-Shock (the Mudmaster seems fitting, although I prefer my more classic looking and smaller DW-5600BB-1CR). Tolerances are tight, their quality good, and finishing quite impressive overall, at least compared to previous 4Runner models.

2020 Toyota 4Runner Venture Edition
Plenty of sophisticated off-road controls can be found in the overhead console.

I can’t remember Toyota using carbon fibre-like trim inside a 4Runner before either. The big, new, glossy 8.0-inch centre touchscreen on the centre stack is impressive too, this coming packed full of the latest technologies such as Apple CarPlay, Android Auto, and Amazon Alexa, not to mention very accurate Dynamic Navigation featuring detailed mapping. The audio system was pretty good too, thanks in part to standard satellite radio, while the rear camera (incorporating stationary “projected path” graphics combined with rear parking sonar) was much better than previous iterations. Other functions include a weather page, traffic condition information, apps, etcetera, while the primary instruments are less forward thinking yet still do a good job delivering key driving info, with easily legible backlit Optitron dials and a useful multi-info display at centre.

2020 Toyota 4Runner Venture Edition
The power-adjustable driver’s perch is comfortable with a good seating position.

Like that G-Shock mentioned a moment ago, the cabin styling theme is mostly rectangular in shape, and thus purposefully utilitarian. Nevertheless, it was refined enough for me, with the rear two-thirds of the front and rear door uppers covered in contrast-stitched and padded faux leather. The door inserts and armrests were wrapped similarly below, the latter softly padded all the up way to the front portion of each door panel, thus protecting outer knees from chafing on what would otherwise be hard plastic. The centre armrest received the identical black and red application, as did the SofTex-upholstered seats’ side bolsters, while both front headrests featured “TRD” embroidered in red for a sporty look. As for the dash top, it was coated in a textured synthetic that reduced glare nicely, therefore, together with the previously-noted glossed carbon-look surface treatment on the lower console, and the metallic glossy black background used for the centre stack surround surfacing and the door pulls trim, the 4Runner Venture Edition looked quite fancy for a non-Limited 4Runner.

2020 Toyota 4Runner Venture Edition
Rear seating is roomy and comfortable for three abreast.

What’s new for 2021? Not a heck of a lot, although standard LED headlights are a nice addition for a model expected to be totally revamped for 2022 (I have no verification of a redesign, but that’s the word on the street… or, er, trail). LED fog lamps also join the frontal update, while new Lunar Rock paint will make the entire SUV look at least as good as the one used for this review. Also new, new black TRD alloys will soon be encircled by Nitto Terra Grappler A/T tires, while Toyota is said to have retuned the dampers to enhance isolation off the beaten path.

2020 Toyota 4Runner Venture Edition
40/20/40-split rear seatbacks make the 4Runner ultimately versatile.

At $55,390 (plus freight and fees), the 4Runner Venture Edition isn’t exactly an off-roader for bargain hunters, although it has few mid-size, 4×4-capable competitors, all of which will cost about the same or more if outfitted similarly. Once again, when factoring in resale (or residual) values, and then adding expected long-term reliability, the 4Runner makes the best investment.

Right now, Toyota is offering factory leasing and financing rates on this 2020 model from 3.99 percent according to CarCostCanada, or zero percent on 2019 models (if you can find one). Check out CarCostCanada’s 2020 Toyota 4Runner Canada Prices page or their 2019 Toyota 4Runner Canada Prices page to learn more, and while you’re there, find out how a CarCostCanada membership can help you before entering the negotiation phase of any new car, truck or SUV purchase. Along with any available financing and leasing information, you’ll also receive possible rebate info and dealer invoice pricing that will tell any new buyer the actual cost your local retailer paid for the vehicle you’re attempting to buy, potentially saving you thousands off your next purchase. Also, make sure to download the new CarCostCanada app to your smartphone via the Apple Store or Google Store, so you can be ready whenever, and wherever this critical information is needed.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

Remember when the traditional SUV was supposed to die? A lot of people make a lot of predictions, but as sure as rain, or should I say as sure as snow, which we were also told would no longer be part…

2019 Toyota 4Runner TRD Pro Road Test

2019 Toyota 4Runner TRD Pro
The Toyota 4Runner TRD Pro looks best off-road. (Photo: Trevor Hofmann)

Remember when the traditional SUV was supposed to die? A lot of people make a lot of predictions, but as sure as rain, or should I say as sure as snow, which we were also told would no longer be part of our future in Al Gore’s wildly sensational fantasy film “An Inconvenient Truth,” both the white fluffy stuff and big, off-road capable 4x4s remain very real and ever-present, thank goodness.

In fact, our winters have been getting colder in recent years, likely caused by a solar minimum amongst other things, making vehicles that can manage sudden downfalls of deep powder all the more important. The 4Runner can do a lot more than that, as evidenced in the photo gallery above, an opportunity to venture off the beaten path rarely missed when I spend a week with such a capable companion.

2019 Toyota 4Runner TRD Pro
TRD Pro trim is best for overcoming off-road obstacles. (Photo: Trevor Hofmann)

Toyota started building the 4Runner the year I graduated high school, and is now well into its fifth generation that was introduced over 10 years ago. The original was little more than the pickup truck with a removable composite rear roof section, much like the original Chevy Blazer and Ford Bronco that came before, but the next version that arrived in 1989 refined the offering with a fully enclosed roof, and the rest is history.

Unlike some body-on-frame competitors that forgot their 4×4 roots in their transformation to car-based crossovers, Toyota stayed true to the 4Runner’s purposeful character and earned respect and sales for doing so. Now it’s one of few truck-based off-roaders available, making it a go-to alternative for those needing family transport yet wanting a way to access a more adventurous lifestyle.

2019 Toyota 4Runner TRD Pro
The 4Runner TRD Pro looks good from every angle. (Photo: Trevor Hofmann)

The 2019 model tested is being replaced by a new 2020 model, which swaps out the infotainment system with a new head unit complete with a larger 8.0-inch touchscreen, Apple CarPlay and Android Auto, satellite radio and USB audio, plus the brand’s Connected Services suite. Push-button ignition gets added too, as does Toyota’s Safety Sense P bundle of advanced driver assistance features including pre-collision system with vehicle and pedestrian detection, lane departure warning and assist, automatic high beams, and adaptive cruise control.

2019 Toyota 4Runner TRD Pro
The TRD Pro gets a totally unique front fascia. (Photo: Trevor Hofmann)

There’s a new trim level too. Dubbed Venture, it’s all about getting out of the city and into the wild. It builds on just-above-base TRD Off-Road trim, which means it starts off with go-anywhere features like 4-Wheel Crawl Control with Multi-Terrain Select, a locking rear differential, and the Kinematic Dynamic Suspension (KDSS) upgrade, not to mention a hood scoop, plus navigation system with traffic and weather, before adding black mirror housings, trim, and badging, Predator side steps, 17-inch TRD Pro wheels, and a basket style roof rack.

That might sound exciting, and it looks pretty cool, but it’s no off-road match to the TRD Pro given to me for a week’s testing. That truck looks even more intimidating, especially in exclusive Voodoo Blue paint. Anything not blue is matte black for a sort of paramilitary appearance, visually supported by a special heritage “TOYOTA” grille, a TRD-stamped aluminum front skid plate, plenty of black accents and badging front to back, and fabulous matte black painted 17-inch alloy wheels with TRD centre caps on massive 31.5-inch Nitto Terra Grappler all-terrain tires (although my tester’s were on Bridgestone Blizzak 265/70 studless snow tires).

2019 Toyota 4Runner TRD Pro
These matte black 17-inch alloys are unique to the TRD Pro. (Photo: Trevor Hofmann)

It looks like it’s jacked up higher too, but there’s no mention of any change to ride height or ground clearance despite the addition of TRD-tuned front springs and TRD Bilstein high-performance shocks with rear remote reservoirs, but it probably doesn’t need much more height. An automatic disconnecting differential helps to keep the four drive wheels from fighting each other during tight turns, while its rear differential lock assists when the ground surface is extra slippery, and multi-terrain ABS comes into action when scaling a downward grade. Aforementioned Crawl Control is good for going up, down or just cruising along a low-speed stretch of flat terrain, selectable via an overhead console dial right next to the one for the Multi-Terrain Select system that makes choosing the four-wheel drive system’s best possible response over “LIGHT” to “HEAVY” terrain an easy process. Of course, getting serious will need a quick shift from “H2” or “H4” to “L4” for its low set of gears via the console-mounted 4WD Selector lever.

2019 Toyota 4Runner TRD Pro
The TRD Pro’s roof rack is ideal for carrying all types of gear. (Photo: Trevor Hofmann)

Its insanely capable off road, something I learned when swamping through a local 4×4 course I use whenever I have something worthy of its rutted trails and long, wide, deep muddy pools. I tested it recently with Jeep’s Wrangler Unlimited Sahara and did likewise with a Chevy Colorado ZR2 that saw brown water sloshing over its hood, plus I even proved Toyota wasn’t fooling compact crossover buyers into believing its new RAV4 Trail could actually do a bit of dirty dancing too, albeit nowhere near as capably as the others just noted, including this 4Runner TRD Pro.

2019 Toyota 4Runner TRD Pro
The 4Runner TRD Pro’s interior is well made and filled with the types of features needed in an adventure-first 4×4. (Photo: Trevor Hofmann)

My tester’s hood scoop never tested water, nor did it need the Tacoma TRD Pro’s snorkel, although it would’ve looked cool, and believe me I was careful not to totally soil the white and red embroidery on the special floor mats, or even get mud on the breathable leather-like Black SofTex seat upholstery, complete with red contrast stitching and red embroidered “TRD” logos on the front headrests, not that it wouldn’t be easy enough to wash off. I just keep my vehicles clean out of respect to the machinery, and an annoying fastidiousness about cleanliness.

The 4Runner TRD Pro makes easy work of most any off-road course or backcountry trail, even if there’s not much of a trail to begin with. Choose the right Multi-Terrain setting and engage Crawl Control if you need to sit/stand up high without needing to press the gas pedal, and its amazing grip will do the rest. We used to have a mechanical version of this on the family’s old Land Cruiser FJ40, which was more or less a choke that held the throttle out when applying the gas pedal wasn’t possible, and it worked wonders just like the 4Runner’s version. The FJ Cruiser had one too, a model that shared underpinnings with this much larger and more accommodating SUV, as does the global market Land Cruiser Prado and luxury-oriented Lexus GX 460.

2019 Toyota 4Runner TRD Pro
The Optitron gauges are highly legible in all lighting conditions. (Photo: Trevor Hofmann)

Speaking of eight-cylinder-powered 4x4s, I remember when Toyota stuffed a 4.7-litre V8 into the previous fourth-generation 4Runner. I loved that truck and its silky-smooth formidable powertrain, but I must admit to rather having the 2.8-litre turbo-diesel found in the current Prado, as it’s fuel economy would be a bonus around town and in the woods where it could trek a lot farther away from civilization than the current 4.0-litre V6. That beast chows down a gluttonous 14.3 L/100km in the city, 11.9 on the highway and 13.2 combined, although it uses a great deal more in low gear off-road. That’s really this truck’s weak point, and now that Jeep is offering its Wrangler with a turbo-diesel V6, and Chevy has one for the Colorado, it’s high time Toyota provided North American 4×4 enthusiasts with something similar from its global catalogue.

2019 Toyota 4Runner TRD Pro
The 2019 4Runner’s infotainment system is pretty good, but it gets updated for 2020. (Photo: Trevor Hofmann)

The 4Runner’s five-speed automatic transmission doesn’t exactly help at the pump either, but it’s a ruggedly reliable lump of machinery and certainly shifts smooth enough. This TRD Pro model adds a red-stitched leather shift knob to its console-mounted lever, almost making it feel sporty when utilizing manual mode, and to be fair to the big hunk of an SUV it manages fast-paced corners quite well, whether on pavement or off, while its ride is very compliant, appreciated as much through inner-city laneways as on the trail.

I would’ve loved it even more if it came standard with shock-absorbing seat frames like my old ‘86 LC BJ70, still my favourite Toyota to this day (diesel-powered no less), but the TRD Pro’s powered seats with two-way lumbar took care of comfort well enough, while its tilt and telescopic steering column allowed for ample reach to set up my driving position for good comfort and control.

2019 Toyota 4Runner TRD Pro
A special TRD shift lever joins carbon-fibre like trim on the centre console. (Photo: Trevor Hofmann)

That steering wheel rim is leather-wrapped, albeit without the red stitching, and its spokes filled with just enough buttons to make it look up-to-date. Seen through its upper section is a really eye-catching set of bright blue, red and white on black Optitron gauges featuring a small trip computer at centre; nothing too advanced, but attractive and functional.

Over on the centre stack, the centre touchscreen might be the one being replaced for 2020, but it was nevertheless decently sized, fairly high in resolution and filled with attractive graphics and plenty of functions, its backup camera devoid of active guidelines yet nice and clear (when not sprayed with mud), its navigation system accurate and map easy to read, plus its audio system just fine.

2019 Toyota 4Runner TRD Pro
The TRD Pro’s driver’s seat is comfortable and spacious, while Toyota covers the seats with its breathable SofTex leatherette. (Photo: Trevor Hofmann)

The 4Runner’s second row is nicely sized for most anyone, particularly if seated next to one of the windows, while its third row gets deleted for this off-road model, leaving loads of space for cargo. There’s actually 1,337 litres (47.2 cubic feet) dedicated to gear, or up to 2,540 litres (89.7 cu ft) when the 60/40-split second row is folded down, making the 4Runner an awesome camping companion or ski hill buddy.

You can get into a 2019 4Runner for $46,155 or less depending on your negotiating skills (which shouldn’t have to be that sharp this time of year), while I should also note that leasing and financing rates could be had from 1.99 percent at the time of writing according to CarCostCanada, which also provides members with money saving rebate information and dealer invoice pricing that could save you thousands. The 2020 4Runner, which starts at $48,120 due to all the new equipment I mentioned earlier, only benefits from leasing and financing rates from 4.49 percent, so the 2019 might be the way to go if you can still find what you want. If it’s this TRD Pro, you’ll need to come up with $56,580 plus freight and fees, less any discount, this being the priciest trim in the lineup.

2019 Toyota 4Runner TRD Pro
The 4Runner’s second row is roomy and comfortable. (Photo: Trevor Hofmann)

Money in mind, the 4Runner won’t wow its owner with fancy soft composite interior surfaces or any other premium touches, but that’s ok because it’s a tough-as-nails SUV that doesn’t need to pamper its occupants to impress. Instead, along with its killer off-road prowess, general ease of use and overall livability, it manages to beat every other similarly sized sport utility for all-important cost of ownership status by topping its “Mid-size Crossover-SUV” category in the 2019 Canadian Black Book Best Retained Value Awards, and while it didn’t do likewise in ALG’s Residual Value Awards, the Sequoia, Tacoma and Tundra did in their Fullsize Utility, Midsize Pickup and Fullsize Pickup categories respectively, so I’m guessing it wasn’t too far behind Jeep’s Wrangler in the third-party analytical firm’s Off-Road Utility segment (it won this category in 2018 after all).

2019 Toyota 4Runner TRD Pro
The 4Runner provides plenty of space for hauling big loads. (Photo: Trevor Hofmann)

I could go on and on with awards, but the 4Runner and Toyota have won too many to list over the years, so suffice to say you’ll be well taken care of in this dependable ute. I’d be happier than a pig in mud if this were my very own, although I’d probably rather have it in last year’s Cement Grey hue and would definitely add a TRD-sourced snorkel to its front right fender and A-pillar for dramatic effect.

Audi and Subaru have been named best Mainstream Brand and best Premium Brand respectively in ALG’s 2018 Canadian Residual Value Awards (RVA), an important benchmark used for forecasting future vehicle…

Audi and Subaru earn top honours in 2018 ALG Canadian Residual Value Awards

2018 Subaru Impreza
The Subaru Impreza achieved best residual value in its “Compact” class. (Photo: Subaru)

Audi and Subaru have been named best Mainstream Brand and best Premium Brand respectively in ALG’s 2018 Canadian Residual Value Awards (RVA), an important benchmark used for forecasting future vehicle values by auto industry professions.

Now in its 10th year, ALG’s RVA projects future values of new models from 26 separate market segments, ranging from “Alt-fuel” to “Fullsize Commercial Van” and everything in between. There are many ways to measure value, although within the car industry the difference between the initial price paid for a new vehicle and its resale value after three or four years is a key parameter. ALG uses the average ownership duration of four years to determine mainstream volume brand values and three years for premium brands, with the results showing both Subaru and Audi are tops in their respective sectors.

2018 Subaru Crosstrek
The Crosstrek earned best resale value in the “Subcompact Utility” category. (Photo: Subaru)

“Depreciation is the single biggest cost of vehicle ownership, and informed consumers understand the importance of resale value when making their purchase decision,” said Eric Lyman, vice president of ALG. “The ALG Residual Value Award is a meaningful achievement in the hyper-competitive automotive landscape. Residual values are a key indicator for the market success of a vehicle, factoring in quality, product execution and brand desirability as primary drivers of ALG’s forecast.”

This is Subaru’s fourth consecutive RVA mainstream brand win, showing an impressive consistency in quality, execution and desirability. This year the brand earned four segment awards, including the Impreza in the “Compact” class, the Crosstrek in the “Subcompact Utility” segment, the Outback in the “Midsize Utility 2nd Row Seating” segment, and the WRX in the “Sportscar” segment.

2018 Subaru Outback
Subaru’s Outback has the highest residual value in the “Midsize Utility 2nd Row Seating” segment. (Photo: Subaru)

Other notable mainstream brands include Toyota that dominated SUV and truck segments with five RVAs including the Tundra achieving its eighth consecutive year topping the “Fullsize Pickup” category, the Tacoma at five RVA “Midsize Pickup” class awards in a row, the Highlander winning the “Midsize Utility 3rd Row Seating” segment, the 4Runner in the “Off-Road Utility” class, and the Sequoia earning top marks in the “Fullsize Utility” category. Honda received three RVA segment awards including the Fit in the “Subcompact” class, Accord in the “Midsize” category, and Odyssey in the “Minivan” segment.

Nissan managed two winners including the Rogue in the “Compact Utility” class and Maxima in the “Fullsize” segment, while the only one-off deserving mention is Kia’s Niro in the “Alt-fuel” category.

2018 Audi A5 Coupe
Audi’s A5 has the best residual value amongst “Premium Midsize” models. (Photo: Audi)

Audi, which has experienced a dramatic upsurge in new vehicle sales in recent years, achieved four category wins including the A5 in the “Premium Midsize” class, A7 in the “Premium Fullsize” segment, Q5 in the “Premium Compact Utility” segment, and Q7 in the “Premium Midsize Utility 3rd Row Seating” category.

“Audi has emerged in recent years as a contender in the luxury space against top European rivals, finding success with new product entries in the utility space and emphasizing innovative technologies that have resonated well with luxury consumers,” stated an ALG press release.

2018 Audi Q5
The new Q5 is rated highest for resale value in the “Premium Compact Utility” segment. (Photo: Audi)

Mercedes also took home four awards, albeit with two in the commercial sector. The winners included the Metris in the “Midsize Commercial” segment and the Sprinter in the “Fullsize Commercial” category, while its CLA Class took home top marks amongst “Premium Compact” models, and the G-Class achieved the highest score in the “Premium Fullsize Utility” segment.

No other premium brand earned multiple RVAs, but notable mentioned include the Maserati Quattroporte in the “Premium Executive” class, the Porsche 718 Boxster in the “Premium Sportscar” segment, and the Land Rover Range Rover Velar in the “Premium Midsize Utility 2nd Row Seating” category.

Toyota’s latest 2017 4Runner is in our garage this week, and this particular example is one we especially like. The TRD Off Road is far from top-of-the-line, actually sitting second in a range that…

2017 Toyota 4Runner TRD Off Road

2017 Toyota 4Runner TRD Off Road
There’s nothing soft or subtle about Toyota’s 4Runner in 4×4-optimized TRD Off Road trim. (Photo: Karen Tuggay, Canadian Auto Press)

Toyota’s latest 2017 4Runner is in our garage this week, and this particular example is one we especially like.

The TRD Off Road is far from top-of-the-line, actually sitting second in a range that includes five trims, but the only one we’d rather have is the top-tier TRD Pro. Why?

They’re both fully optimized for hitting the trail, the TRD Pro a $52,195 4×4 stuffed full of nearly everything Toyota has available for the 4Runner, including an intense new blackened matte grille, blacked out front and rear bumper caps, and 17-inch matte black alloys on 31.5-inch Nitto Terra Grappler off-road rubber hiding beefy Bilstein dampers with remote rear reservoirs behind. It looks best in exclusive Cement Grey Metallic paint, although that’s just how we feel. Toyota offers it in Alpine White and Barcelona Red Metallic too, while all get black SofTex pleather upholstered interiors with plenty of TRD Pro branded details.

2017 Toyota 4Runner TRD Off Road
It’s a tall mid-size SUV with superb visibility all-round. (Photo: Karen Tuggay, Canadian Auto Press)

That brutish model is actually based on the $46,720 TRD Off Road we’re testing this week. The latter is less intimidating thanks to a body-colour grille and satin silver bumper caps, these latter items a bit harder to make out with our tester’s Classic Silver Metallic paintwork. Toyota offers a wider range of exterior colour options in TRD Off Road trim, but alas no Cement Grey. Its six-spoke machine-finished 17-inch alloys with black painted pockets more than make up for any lack of exclusivity, as does the bulging scoop atop the hood and circular fog lamps integrated into its angularly carved front corner vents.

The latter two items come standard, but Toyota adds a classier chrome-laden grille strikethrough and unique chromed front fascia design for Limited trims, while chrome mouldings wrap around the sides in an attempt to dress this string-tied cowboy up for a tux and tails black-tie dinner, which is why we like the 4Runner’s purer 4×4 body styles best.

2017 Toyota 4Runner TRD Off Road
The hood scoop is shared with the TRD Pro, but the silver bumper cap and six-spoke alloys are unique. (Photo: Karen Tuggay, Canadian Auto Press)

We also appreciate that Toyota never tried to neuter the 4Runner into a raised family wagon like Nissan did with the Pathfinder, a model that continues forward in name only. Instead, Toyota allowed the 4Runner to remain true to its 4×4 roots and created a completely new model to attract less adventurous families that nevertheless wouldn’t dare drive a minivan, and in hindsight the bigger Japanese brand benefits from a Highlander that regular outsells the Pathfinder, and a 4Runner that still pulls in plenty of diehard customers all on its own.

2017 Toyota 4Runner TRD Off Road
The 4Runner TRD Off Road’s cabin is mostly business yet still reasonably upscale. (Photo: Karen Tuggay, Canadian Auto Press)

The 4Runner isn’t completely alone in the off-road capable segment, but it has fewer competitors now that it endured through the ‘80s and ‘90s. Ford’s Explorer might be based on the same mid-size car platform as the unorthodox Flex, but it offers a Land Rover-style preprogrammed terrain system that does well enough off the beaten path for many, and Dodge’s Durango, also unibody in design, remains off-road ready too. Of course, Jeep’s Grand Cherokee (unibody too) maintains its muddy reputation, and VW’s Touareg isn’t quite the 4×4 beast it was initially, but still offers some semblance of trailblazing prowess (although nobody seems to care anymore). Still, if you ask the majority of brazen bushwhackers which SUV they’d trust to take them 50 miles inland on an unkempt cattle trail, most will choose the 4Runner.

2017 Toyota 4Runner TRD Off Road
There’s a second shifter for selecting 4WD behind this main gear lever. (Photo: Karen Tuggay, Canadian Auto Press)

Four-by-four traditionalists won’t be able to complain about too many creature comforts in this TRD Off Road, as there’s no proximity-sensing access, pushbutton ignition, LED ambient lighting, electromechanical parking brake, colour multi-info display, auto HVAC, big screen high-gloss infotainment, brand name audio, heated steering wheel, perforated leather seats with ventilation, panoramic glass roof, powered liftgate, auto high beams, adaptive cruise control, autonomous braking, lane departure warning, etcetera.

2017 Toyota 4Runner TRD Off Road
Those are red “TRD” logos embroidered into the pleather seats. (Photo: Karen Tuggay, Canadian Auto Press)

Then again it does get classic lever-style secondary gear shifter for its part-time four-wheel drive along with a real bull low range, plus Multi-Terrain Select, a rear differential lock, four-wheel crawl control, an automatic disconnecting differential, Toyota’s Kinetic Dynamic Suspension System (I’ll explain this in an upcoming review), Multi-Terrain ABS, downhill assist control, trailer sway control, fuel tank and transfer case protector plates, and plenty of other 4×4 features.

2017 Toyota 4Runner TRD Off Road
Spacious rear seats for three. (Photo: Karen Tuggay, Canadian Auto Press)

Not to be misunderstood, the TRD Off Road isn’t all about living life in the wild, with additional standard kit including heatable powered side mirrors with integrated turn signals, a tilt and telescopic leather-wrapped multifunction steering wheel, a leather-wrapped shift knob, lots of piano black lacquered trim, a powered moonroof, colourful Optitron primary gauges with a monochrome trip computer at centre, cruise control, air conditioning, a 6.1-inch infotainment touchscreen with a backup camera, navigation with mapping, plenty of stock and downloadable apps, Bluetooth phone connectivity with audio streaming, SMS/email-to-speech capability, advanced voice recognition, satellite radio, black SofTex leatherette upholstery with red stitching, an eight-way powered driver’s seat with two-way powered lumbar support, a four-way powered front passenger’s seat, heated front seats, handy 40/20/40 split-folding second-row seats, a power-sliding tailgate window, silver roof rails with unique black end caps, tire-pressure monitoring, all the usual active and passive safety features, and much more.

2017 Toyota 4Runner TRD Off Road
Standard 40/20/40 split-folding rear setbacks makes the 4Runner ultra flexible for passengers and cargo. (Photo: Karen Tuggay, Canadian Auto Press)

Nobody’s going to buy a 4Runner for its claimed 14.2 L/100km city and 11.1 highway fuel economy rating, but its 4.0-litre V6 is robust enough at 270 horsepower and 279 lb-ft of torque. More importantly it’s proven reliable, as has its comparatively archaic five-speed automatic transmission. Don’t laugh. It’s more likely to get you out of the wilderness in one piece than most of the 4Runner’s peers, while its 2,268-kilo (5,000-lb) tow rating is pretty decent for a V6-powered SUV as well.

I’ll explain how its innovative X-REAS suspension with cross-linked dampers works on the road in the aforementioned review, plus discuss ride quality and what this unique 4Runner is like to live with day in and day out, as well as how it’s doing in the market, its reliability, safety, resale value, and more. Stay tuned for the full review…