2010 4X4 Of The Year

Toyota 4Runner Trail
The Toyota 4Runner is 25 years old, and although the Land Cruiser and FJ Cruiser are touted as Toyota's most capable off-road vehicles, the '10 4Runner Trail is probably better than both. Unlike the '03-'09 4Runner, this new SUV no longer has the gas-guzzling V-8 option (even though it requires premium fuel), but now comes with a higher-horsepower 4.0L V-6 (270 versus the 4.7L V-8's 260). A 2.7L four-cylinder is also available.

The new 4Runner has a specific off-road package called Trail, which includes a lever-actuated transfer case; Toyota's A-TRAC brake-based traction control; Toyota's Kinetic Dynamic Suspension System (KDSS), which determines if and when the sway bars need to be disconnected and does so automatically; and the Crawl Mode traction control. Crawl Mode, when engaged (must be in low range), allows the driver to select among five speeds and, through the engine and brake controls, keeps the vehicle moving either up- or downhill at a controlled pace while locking and unlocking the wheels with or without traction. In fact, in Crawl Mode the driver doesn't even need to touch the pedals, allowing him to focus on the steering. The 4Runner also has Downhill Assist Control (DAC) helping to keep the truck from running away on steep descents.

These systems are all common to the 4Runner and the 200 Series Land Cruiser ('06 andnewer). However, the 4Runner Trail goes even further by now offering the Multi Terrain Select System, which helps tune the amount of wheelspin allowed for the specific terrain. Set it to Mud and Sand, and the wheels can spin up. Dial it to Moguls or Rocks, and wheelspin decreases. To ensure that the 4Runner Trail keeps trucking no matter what, there is also a tried-and-true selectable locking differential in the new-for-2010 1/4-inch-larger-than previous-ring-gear rear axle, something the Land Cruiser is missing.

So how does all this electro-gizmodry really work in the dirt? Compared to the high-dollar Land Cruiser it's missing only the big V-8 power (we missed the old 4.7's low-end get up and go), but compared to the trucks in this year's test it did amazingly well for a little rig. Though the vehicle is low and rides on the least impressive tires of the test, it seemed to rockcrawl just fine. The multitude of traction control options could assist almost any driver up the trail. In the high-speed section it rode better than the Power Wagon, but not as good as the Raptor. And though it lacked the all-important horsepower for the sand, it seemed to outshine both trucks by having enough power and traction for its light weight.

The hillclimbing ability didn't impress anyone, but also didn't seem terrible. In fact the 4Runner performed like an incredibly vanilla truck-no complaints, but nothing to rave about either.

The many traction settings seemed to work just as designed, but it was confusing trying to find the best setting for the obstacle in front of the Toyota, especially since some controls were above the rearview mirror while others were down below on the center console.

The same "adequate but not exciting" can be said for the ride and drive and the exterior and interior styling of the 4Runner. The Toyota has big plastic knobs, groovy futuristic gauges, light steering, plenty of room for four people, and an exterior styling that looks stout but not enticing. While the Raptor has pizzazz and the Power Wagon sheer brute strength, the 4Runner stands out less but is still a very capable 4x4. It's the type of vehicle that could sneak in and win our test because it's OK at everything and terrible at nothing.

The Quotes
•"4WD controls are overly complex, but it is capable."
•"It seems to do no wrong but I don't love this truck."
•"Too many computer gizmos."