I managed to survive what could have been insurmountable odds last week, as I drove a Toyota 4Runner, with Texas manufacturer plates, in Summit County, on Memorial Day Weekend. And rather than being the perfect storm for a nightmare drive, my time in the long-awaited 2025 version of the 4Runner was indeed a positive step forward, despite traffic and those Colorado-cursed tags.

Over the last few years, we’ve seen pretty much every other iteration of modern Toyota and Lexus truck and SUV that shares tech, engine or platform with the new 4Runner — from the Tacoma and Tundra to Land Cruiser and Sequoia — so the chance to finally have it all come together in sixth-generation 4Runner form was welcomed. 

While the last-generation 4Runner was still one of the state’s most popular vehicles, it’s old and underpowered, especially at altitude, so the 2025 models’ biggest advantages are more high-altitude boost from turbocharged i-Force engines, in either standard or hybrid form. There are also a staggering 12 4Runner variations, including a burly Trailhunter and high-end Platinum versions, and a base price of about $42,000 for the SR5, including delivery.

I had what might be a slightly atypical real-world trim for the mountains, the more road-and-city-oriented Limited model, with 20 inch wheels and non-all-terrain tires. It came with a tall $63,000 price tag, rounded out with the hideaway third-row seating and low-profile power running boards I swore were rock rails all week (as I missed that button in one very, very busy cabin, which is nearly identical to that found in the new Tacoma).

The Limited model is equipped with standard full-time 4WD, an eight-speed transmission and an active variable suspension, and here powered by a 2.4-liter turbo producing 278 horsepower. That part’s little change from the non-turbo, 270-hp 4.0-liter V6 2024 model, but it also has an appreciable 317 lb-ft of torque, versus 278 lb-ft in the outgoing engine.

As it does in the Tacoma version, that turbo engine means much easier hill-climbing power, steadier cruising at altitude and the ability to pass other drivers, sometimes. Plus, 21 combined city/highway mpg, and stretches of 24 mpg on the road if you are not trying to pass everyone.

Alternately, 4Runner’s i-Force Max hybrid rendition, standard on the Trailhunter, Platinum and TRD Off-Road (and optionally available on TRD Off-Road Premium and in similar Limited trims), hugely transforms the vehicle with 326 horsepower and 465 lb-ft of torque. Both turbo engines are capable of up to 6,000 pounds of towing capacity.

The confidence added by even the non-hybrid powerplant is a game changer. I’d guess most mountain buyers will instead gravitate to more core trims like the SR5, TRD Sport or TRD Off-Road than the fancified Limited, which are able to more comfortably use that added torque for gravel expeditions.

Design-wise, the 2025 4Runner takes the futuristic angularity of the new Tacoma and magically squeezes in enough space for that optional third row, though the proportions behind the rear wheels may strike some as a little too chunky – retro-styled as they may be, especially with the far-back glass. Those are some very large, squared-off wheel wells, and with the glossy 20-inch wheels of the Limited, 4Runner seems almost ponderously tall. 

Without the power running boards activated, it’s a healthy leap/sideways pull to access the cabin. Ride quality was also a mixed bag, with smooth and comfortable highway driving but pronounced jostling and jumpiness over any broken pavement. Endless drive modes include a “Comfort” setting that will further soften the suspension, especially with Limited’s pavement-oriented focus.

I took a quick trip out as far as I could on Tiger Road last Friday, and 4Runner definitely feels more at home on gravel, where all that suspension and wheel travel ate up the bumps. Dedicated off-road editions include beefier Bilstein, Fox or Old Man Emu shocks, plus optional disconnecting stabilizing bars, trail-view monitor systems, crawl and downhill speed control, and even an electronic locking rear differential. The SR5 gets 8.1 inches of clearance, compared to 8.8 inches in Limited and other 20-inch-wheel trims; the off-road models feature either 9.1 or 10.1 inches.

The 2025 4Runner shares the Tacoma’s blocky, multi-level dash and displays, dominated by Limited’s 14-inch touchscreen display and a chunky shifter surrounded by a passenger-side grab handle/storage bin. There’s a real central audio knob and large temperature knobs; the starter button is hidden up behind the wheel, and the terrain mode select/towing mode/4×4 knob offered easy access to those functionalities.

Should you desire the two-seat third row, it hides away completely and seat bottoms can be slid out from underneath the deck when the seats are raised, and offers a short-trip-friendly 31.8 inches of legroom. Third row in place, cargo room virtually disappears, with only 12.1 cubic feet, but a more capable 44.8 or 84.1 cubic feet with second row up or dropped entirely. The 4Runner’s power rear glass is also a holdover from previous models, with toggle buttons outside.     

Andy Stonehouse’s column “Mountain Wheels” publishes Saturdays in the Summit Daily News. Stonehouse has worked as an editor and writer in Colorado since 1998, focusing on automotive coverage since 2004. He lives in Golden. Contact him at summitmountainwheels@gmail.com.