When Toyota unveiled the revamped Toyota 4Runner this April, it sparked a wave of questions among enthusiasts, particularly in light of the recent new Land Cruiser release. The Land Cruiser, while iconic, shifted from its unique platform to the TNGA-F architecture, now shared with the Tacoma, Sequoia, and Tundra. The arrival of the new 4Runner, similar in size, also TNGA-F based, and featuring the same 2.4-liter engine and eight-speed transmission, led many to see a significant overlap, even redundancy, between the two models. After experiencing both the 4Runner and Land Cruiser firsthand, here’s a detailed comparison to clarify their distinct positions in Toyota’s SUV lineup.
Indeed, there’s considerable common ground between these two vehicles. Toyota’s strategy is to target a broader customer base, potentially attracting buyers considering models like the Ford Bronco, Jeep Wrangler, or even Porsche Cayenne. At the 4Runner’s media launch event, a Toyota representative emphasized this point: “4Runner is a North America-focused product tailored for North American tastes, resulting in distinct driving dynamics and styling. A primary objective for the chief engineer was to ensure it was fun to drive and sporty. Conversely, the Land Cruiser is a global vehicle, rooted in global heritage and preferences, shaping its driving dynamics.”
Alt text: Toyota 4Runner and Land Cruiser side-by-side showcasing the visual comparison for potential SUV buyers.
Essentially, Toyota positions the 4Runner as the more aggressive and sporty option, while the Land Cruiser embodies a more premium and refined character, evident in both styling, finish, and driving experience.
Decoding the Toyota 4Runner: Trim Levels and Engine Options
Toyota’s representative highlighted the 4Runner’s versatility, a point underscored by its extensive trim lineup. Unlike the Land Cruiser, which is offered in just two trims (1958 and Land Cruiser), the 4Runner boasts an impressive nine variants, with prices ranging from $42,220 to $68,350:
- SR5 (Starting at $42,220 for 4×2, $44,220 for 4×4)
- TRD Sport (Starting at $48,700 for 4×2, $50,700 for 4×4)
- TRD Sport Premium (Starting at $54,060 for 4×2, $56,060 for 4×4)
- TRD Off-Road 4×4 (Starting at $50,640)
- TRD Off-Road Premium 4×4 (Starting at $56,420)
- Limited (Starting at $56,850 for 4×2, $58,850 for 4×4)
- Platinum 4×4 (Starting at $64,310)
- TRD Pro 4×4 (Starting at $68,350)
- Trailhunter 4×4 (Starting at $68,350)
The top-tier trims – Platinum, TRD Pro, and Trailhunter – are exclusively equipped with the 2.4-liter hybrid “i-Force Max” powertrain, delivering 326 horsepower and a robust 465 lb-ft of torque. This powertrain is also found in the Tacoma and Land Cruiser, providing a familiar performance profile.
The Limited, TRD Off-Road, and TRD Off-Road Premium trims come standard with the 278 horsepower, 317 lb-ft 2.4-liter “i-Force” engine, which is the sole engine option for the SR5 and TRD Sport. However, these mid-range trims offer the hybrid powertrain as an upgrade for an additional $2,800.
Third-row seating, a less common feature in off-road focused SUVs, is only available on the SR5 and non-hybrid Limited trims for an extra $600. This limitation is due to the hybrid battery pack’s placement under the rear cargo area, which significantly reduces space. This spatial constraint is evident in the Trailhunter model:
In contrast, the non-hybrid SR5, which can be equipped with a third row, showcases a much lower cargo floor:
Shared Underpinnings: Exploring the TNGA-F Platform in 4Runner and Land Cruiser
Delving into the 4Runner’s structural components reveals a familiar architecture. The front suspension system mirrors that of the Tacoma and Land Cruiser.
Here is the Tacoma front suspension:
The Land Cruiser’s front suspension:
And the new 4Runner’s front suspension:
While control arm designs differ across trims, and geometry varies in the links, the fundamental suspension mounting points on the frame (consistent in pitch and rail width across all TNGA-F vehicles) remain the same. The core design – a double-wishbone independent front suspension with coilovers, and a coil-sprung solid rear axle – is shared.
The rear suspension design also exhibits this commonality across models.
Tacoma rear suspension:
Land Cruiser rear suspension:
And the 4Runner’s rear suspension:
Dimensionally, the 4Runner and Land Cruiser are closely matched. The Land Cruiser measures 194 inches in length, 84.2 inches in width, and 73.2 inches in height. The 4Runner is approximately an inch longer, similar in width, and the height of the Limited/TRD Sport/Platinum trims is comparable to the Land Cruiser. Ground clearance is also nearly identical between the Land Cruiser and these specific 4Runner trims.
Both vehicles share a 6,000-pound towing capacity, and the combined fuel economy for hybrid 4Runners and the hybrid-only Land Cruiser is 23 MPG. Non-hybrid 4Runners offer slightly lower combined MPG figures.
Driving Dynamics: 4Runner vs. Land Cruiser on the Road and Trail
The 4Runner driving experience commenced in downtown San Diego, starting with a TRD Pro model on the highway. The interior layout is strikingly similar to the Toyota Tacoma, featuring a 14-inch touchscreen and a 12.3-inch digital gauge cluster. The design is robust, with blocky “TOYOTA” lettering, a substantial shift lever, a thick passenger grip on the center tunnel, and durable, albeit hard, interior materials.
Minor imperfections were noted in the preproduction TRD Pro, such as trim fitment issues near the glovebox:
While agility wasn’t a standout feature, the ride quality was commendable for a large truck on 33-inch tires. Handling, as expected, was not razor-sharp.
The TRD Pro’s non-functional hood scoop exhibited some shaking at highway speeds, a trait also observed in the Tacoma. The large plastic piece was considered by the author as somewhat unnecessary.
The TRD Pro’s piano black plastic trim was noted for its susceptibility to swirl marks, particularly undesirable in an off-road vehicle:
The Base 4Runner SR5: Surprisingly Appealing
The base 4Runner SR5, priced around $43,000 for the two-wheel-drive version, emerged as a highlight. Its lighter weight (4,455 pounds, 1,000 pounds less than the TRD Pro) significantly enhanced its driving dynamics.
The 278 horsepower, 317 lb-ft 2.4-liter non-hybrid turbo engine felt surprisingly potent, possibly even quicker than the more powerful TRD Pro due to the weight difference. The SR5 felt nimbler and more enjoyable on-road.
The 2.4-liter turbocharged inline-four engine, while functional, was described as somewhat unremarkable, but adequately powerful with a responsive eight-speed automatic transmission.
The SR5’s interior with an 8-inch screen felt less intrusive than the 14-inch unit in higher trims. The light cloth seats were praised for both aesthetics and comfort.
Third-Row Access and Space in the 4Runner
The optional third-row seating in the 4Runner, reminiscent of jump seats, is accessed by folding the second row. Entry is somewhat restricted by the rear wheel arch.
Folding the second row is straightforward with a lever:
The folded third-row lies nearly flat:
Operating the third-row involves handles and straps:
…and a strap to raise the seatback:
Pulling up the seat cushion reveals the jump seat:
Finally, the deployed jump seat:
Legroom in the third row is limited for adults, particularly headroom:
Headroom is also a constraint for adults in the third row, making it more suitable for children.
4Runner Trailhunter: Off-Road Prowess
The 4Runner Trailhunter, the overlanding-focused trim, is priced at $68,350 and delivers significant off-road capability. It features extensive underbody protection, a sway bar disconnect for enhanced axle articulation, 33-inch tires, a rear locker, and a snorkel.
The Trailhunter effortlessly navigated an off-road trail. While the sway bar disconnect didn’t dramatically improve front axle articulation due to the IFS, the rear coil-sprung five-link axle flexed impressively. Crawling over uneven terrain was smooth, aided by the front-facing camera.
The hood design provided good visibility, and underbody skid plates offered ample protection:
Despite its off-road features, the Trailhunter’s breakover and departure angles are not as extreme as those of a Ford Bronco or Jeep Wrangler due to its size.
4Runner TRD Pro: High-Speed Off-Road Fun
The TRD Pro, designed for higher-speed off-road driving, performed well on a dirt track. Its “3-way adjustable Fox 2.5-in internal bypass Q3S shocks” provided excellent ride control.
Toyota even demonstrated the TRD Pro jumping:
Despite its capabilities, the TRD Pro’s piano-black exterior trim and shaking hood bulge were noted as drawbacks.
The TRD Pro’s underbody protection is less comprehensive than the Trailhunter’s.
Ultimately, while capable, the TRD Pro was considered less appealing than the Trailhunter and TRD Off-Road trims due to its price, styling, and underbody protection. The TRD Off-Road emerged as the “Goldilocks” trim.
TRD Off-Road: The Sweet Spot in the 4Runner Lineup
The TRD Off-Road starts at $50,640, while the Premium version is $56,420. While pricier than competitors like the Ford Bronco or Jeep Wrangler, the 4Runner’s reputation justifies the cost for many buyers. The TRD Off-Road is presented as the best value within the 4Runner range.
The TRD Off-Road Premium hybrid, costing over $60,870, features a faux-leather interior, large screen, front-facing camera, and moonroof, in addition to standard TRD Off-Road features like 33-inch tires and a rear locker.
The TRD Off-Road offers ample off-road capability with excellent forward visibility, 9.1 inches of ground clearance, and functional matte-black fender flares.
While it lacks a sway bar disconnect and underbody protection is basic, these can be addressed in the aftermarket.
The base, optionless TRD Off-Road model, priced at $50,640, was identified as the most appealing variant.
The base TRD Off-Road is functional, featuring cloth seats, a rear locker, 33-inch tires, basic underbody protection, a gasoline 2.4-liter turbo engine, and a low-range transfer case—everything needed without extra frills.
At 4,850 pounds, it’s also lighter than the Trailhunter or TRD Pro, enhancing performance. The non-hybrid powertrain and increased cargo space further solidify its appeal over the hybrid versions for many users.
Toyota 4Runner TRD Off-Road vs. Land Cruiser: Head-to-Head Comparison
Alt text: Toyota Land Cruiser and 4Runner facing each other, symbolizing the sibling rivalry and comparison between the two SUVs.
Why choose a Land Cruiser over the 4Runner TRD Off-Road? Price is a significant factor. The 4Runner TRD Off-Road starts at $50,640, nearly $7,000 less than the base $57,400 Land Cruiser 1958. The base Land Cruiser offers a larger infotainment screen, a hybrid powertrain, and full-time four-wheel drive with a locking Torsen center differential, while the 4Runner has a smaller screen, part-time four-wheel drive, and a less powerful gasoline engine.
However, the interior quality of the base Land Cruiser 1958 isn’t significantly superior to the 4Runner. Upgrading to a higher Land Cruiser trim is necessary for a noticeable improvement in interior materials. The hybrid powertrain, while standard on the Land Cruiser, might not justify the price increase or reduced cargo space compared to the non-hybrid 4Runner.
Interior styling comparison: Base Land Cruiser 1958:
Base 4Runner TRD Off-Road interior:
Another view of the Land Cruiser 1958 interior:
4Runner TRD Off-Road interior again:
Land Cruiser 1958 interior detail:
Base 4Runner TRD Off-Road interior detail:
The Land Cruiser edges out the 4Runner in interior design elegance. Exterior styling comparison:
4Runner TRD Off-Road exterior:
Land Cruiser 1958 exterior:
The Land Cruiser’s exterior design, with a more squared-off roofline and less “squished” front end, is arguably more appealing.
Off-road capability is closely matched. Both feature a rear locker, basic skid plates, and Toyo all-terrain tires. The Land Cruiser has a locking center differential, while the 4Runner relies on its part-time four-wheel-drive system.
However, tire sizes differ: Land Cruiser has 245/70R18 tires, while the 4Runner TRD Off-Road has larger 265/70R18 tires, contributing to the 4Runner’s 9.1 inches of ground clearance versus the Land Cruiser’s 8.7 inches.
Off-road geometry reveals the Land Cruiser with a 30-degree approach angle, 22-degree departure angle, and 25-degree breakover angle. The 4Runner TRD Off-Road is listed at a 19-degree approach angle, 24-degree departure angle, and 24-degree breakover angle. The listed approach angle for the 4Runner TRD Off-Road seems surprisingly low, possibly understated by Toyota.
Base model SR5 4Runner approach angle concern:
The SR5, with a chin spoiler, is listed at an 18-degree approach angle. Removing the spoiler and adding larger tires on the TRD Off-Road should logically result in a significantly better approach angle than 19 degrees.
TRD Off-Road approach angle in question:
It’s speculated that the TRD Off-Road models might have had their chin spoilers removed at the press event, potentially significantly improving their approach angles.
Driving experience and off-road capability are perceived as very similar between the Land Cruiser 1958 and 4Runner TRD Off-Road. Styling favors the Land Cruiser, while pricing favors the 4Runner.
Cargo volume: Hybrid models are similar, with the 4Runner TRD Off-Road offering 82.6 cubic feet behind the front row and 42.6 cubic feet behind the second row, versus the Land Cruiser’s 82.1 and 46.2 cubic feet, respectively. Non-hybrid 4Runners offer significantly more cargo space at 90.2 cubic feet behind the front row and 48.4 cubic feet behind the second row.
On-road driving dynamics are also comparable, with both prioritizing off-road capability over sporty handling. Both offer adequate on-road performance and Toyota’s renowned reliability.
Verdict: Choosing Between the Toyota Land Cruiser and 4Runner
While the similarities between the 4Runner and Land Cruiser might seem like overlap, Toyota offers a valuable choice in the mid-size, body-on-frame SUV segment. The new Land Cruiser represents a return to a more accessible and practical off-road vehicle, moving away from its previous luxury positioning.
The 2.4-liter turbocharged inline-four engine is functional and comparable to previous 4Runner/Tacoma engines. The eight-speed automatic transmission is effective, and expected reliability and fuel economy are key selling points. The independent front suspension and solid rear axle provide a balanced on and off-road performance.
The new 4Runner and Land Cruiser are worthy successors, with the Land Cruiser fitting into the lineup as a more premium, yet still capable, alternative to the 4Runner, especially positioned between the TRD Off-Road and higher trims.
The Land Cruiser is not as hardcore off-road as the 4Runner TRD Pro or Trailhunter, but more capable than the base SR5 or Limited/TRD Sport. It matches the 4Runner TRD Off-Road in capability but offers a standard hybrid powertrain (at the cost of cargo space), more refined styling, and a slightly softer ride.
For buyers prioritizing affordability and optional third-row seating, the base 4Runner SR5 is a strong option. For off-road enthusiasts seeking value, the 4Runner TRD Off-Road is ideal. Hardcore off-roaders with a higher budget might consider the 4Runner Trailhunter or TRD Pro. The Land Cruiser caters to those seeking a more luxurious and stylish, yet still capable, off-roader from Toyota.
Ultimately, for those choosing between the two, the non-hybrid 4Runner TRD Off-Road offers a compelling blend of capability, cargo space, and value. However, the allure of the Land Cruiser, especially in non-base trims, with its enhanced interior and styling, remains strong for those willing to invest more for a more premium experience. The decision boils down to balancing practical needs, budget, and personal preferences in the Toyota Land Cruiser Vs 4runner debate.
