Toyota 4Runner returns in first Israeli test: Blade Runner

The 1990s were the golden age of off-road vehicles that were not afraid of technical trails, scorching sands, and bumper-cracking rocks. After a dry spell in which we had to settle for Suzukis and Samurais, we could suddenly buy desirable machines such as the Discovery 1 and Defender, Nissan Terrano and Patrol, Mitsubishi Pajero, Jeep Cherokee, and more.

In 1994, the Toyota 4Runner appeared in Israel, offering a compact body and a gasoline engine producing an impressive 143 hp for the time. Considering that the Hilux it was based on only had 97 hp back then, it’s clear why the 4Runner was so warmly received. But sales in Israel ended about a year later, along with the disappearance of many other brands from the off-road scene.

Since then, thirty years have passed, and off-road vehicles have undergone major transformations, some welcome (huge improvements in engine performance, safety, comfort, and road handling), and some disappointing (less off-road focus, more luxury, fragile plastics, delicate road tires, excessive technological complexity, and skyrocketing prices).

While 4Runners disappeared from Israel, they remained in high demand in the U.S., never losing their off-road orientation. Last year, the sixth generation was launched, sharing a platform and many components with the Tacoma, Toyota’s mid-size pickup in the U.S. Toyota Japan does not release the 4Runner to Union Motors, the official importer, even though it holds U.S. certification that allows it to be sold here. This is where parallel import channels step in, and the test car reached us through Super-Jeep.

A natural comparison is between the modern 4Runner and the newly arrived Land Cruiser 250. Which is tougher, more luxurious, more family-friendly? What is the price gap? We began the test with a meeting with one of the last dinosaurs – a 1995 4Runner that has evolved into an exceptionally resilient desert survivor. Beyond its original iron components, it had been upgraded with suspension lifts, fireproof bumpers, off-road tires, and other tough parts. In a short test drive, I discovered that even with a modest 2.4L engine and manual gearbox, the elderly 4Runner roamed the dunes confidently, showing impressive mechanical durability. I doubt the new 4Runner will behave like that in 2055.

The 2025 4Runner is one of the rare off-road vehicles still offering serious off-road ability. The test car arrived in TRD Sport Limited trim, costing NIS 475,000 (460,000 without the optional roof rack and side steps). One advantage of parallel imports is the freedom to order a wide variety of trims and engines. At Super-Jeep, you can order the 4Runner in a hybrid version, buy a basic TRD for NIS 440,000, or go all out with the rugged Trailhunter at NIS 600,000. The hybrid Land Cruiser 250, also only available via parallel import, costs about NIS 40,000 more than equivalent 4Runner models.

The exaggerated styling is a bit much for my taste, but many will no doubt love the split-level front end, the fake hood scoop, and the dramatic body sculpting. A traditional feature kept since 1983 is the power rear window in the tailgate; I’d love to photograph it with a surfboard sticking out, the classic image of a Californian 4Runner. The rear is fairly conservative, with a full-size spare wheel underneath.

Though the radical design gives the 4Runner a youthful and light look, you might be surprised to learn that its dimensions are almost identical to the more classically rugged, almost retro Land Cruiser 250. The slanted front windshield gives the 4Runner a more compact, urban appearance compared to the boxier 250.

The multimedia system is not very intuitive, and neither is the 12.3-inch digital instrument cluster. It’s full of information, but the graphics are crowded and not easy to read. Storage spaces are plentiful (including a neat shelf in front of the passenger), but most are small and tight. We weren’t impressed by the trim and plastics – perhaps a legacy of its pickup roots, or maybe just excessive cost-cutting. Unlike the 250, the cabin does not feel premium. At nearly NIS 5000,000, I also expected dual-zone climate control, but it’s missing.

The exterior styling dictates a somewhat sunken seating position with relatively small windows, front and rear. From outside it looks good, but inside it feels a bit confined. There’s a small sunroof. The trunk is very large, and non-hybrid models can be ordered with a third row of seats for up to seven passengers. The second row is roomy but hampered by a driveshaft tunnel that inconveniences the middle passenger.

This is a respectable pace for a 2,300 kg vehicle. At relaxed driving it is quiet and pleasant, but when pushed it sounds coarse and not very attractive. “Sport” mode sharpens gearbox responses but raises noise levels, so we mostly stayed in “Normal” or “ECO,” better suited to the 4Runner’s nature.

Fuel consumption reflects the effort of keeping up speed or overtaking. On test, the 4Runner averaged 7.0–7.5 km/l. Relaxed intercity driving achieved 9.0–9.5 km/l, while off-road sessions burned a liter every 4.0–4.5 km. The engine does the job but isn’t particularly exciting or efficient compared to, say, the Land Cruiser 250’s diesel.

The good news is that the 4Runner also comes in a hybrid i-FORCE MAX version, combining a 44 hp electric motor in the gearbox for better performance rather than Prius-style efficiency. It delivers 326 hp and 64.2 kgm – impressive figures. Reports from the U.S. describe it as much smoother and stronger than the non-hybrid version.

Acceleration is more seamless, with quick, decisive shifts. The hybrid sprints from 0–100 in 6.8 seconds (vs. 7.3 in the standard), despite a 175 kg weight penalty. At higher speeds the extra power is less noticeable, due to the small 1.87 kWh battery.

Around town and suburban driving, the hybrid saves 7–10% fuel, but on the highway the saving is minimal as the battery drains quickly. Still, the hybrid’s added punch gives the 4Runner a stronger, lighter feel, fitting its dynamic image. The battery reduces trunk space and eliminates the option of a third row. The upside: Hybrid and non-hybrid versions cost the same at Super-Jeep. Unless you really need 6–7 seats or dislike electrification, the hybrid makes more sense.

Light steering helps agility in town and off-road, but it doesn’t encourage sporty driving – which is fine, since nobody buys a 4Runner to carve mountain roads. The brake pedal feels soft, reinforcing the relaxed character.

Safety systems include emergency braking with pedestrian detection, lane keep assist, blind spot warning, and adaptive cruise control. The test car had part-time 4WD, without full-time 4WD for paved roads. Overall, the 4Runner is a pleasant road companion for family-paced driving to your favorite trail. It can keep up a brisk pace, but rough asphalt and a heavy right foot reduce comfort. It’s not as refined as a modern crossover, but we didn’t expect it to be.

Our TRD Sport Limited was more modest, with part-time 4WD, low-range transfer case, and traction control. No locking rear diff or disconnecting sway bar, but with 23.3 cm ground clearance, it’s not afraid of the rough stuff.

Key to dune driving and better comfort is lowering tire pressure; we dropped to 22 PSI. The M&S 55-profile tires required care not to peel or tear, but the 4Runner devoured the sand effortlessly. In “Sport” mode with stability control off, it attacked dunes like a quick buggy, light steering allowing sharp responses – pure fun.

In technical terrain, the 4Runner did well thanks to excellent rear suspension travel and effective electronic traction control. The fake hood scoop blocks trail visibility, which is unnecessary off-road and absent in other trims.

Another annoyance is a low-hanging front spoiler. It’s flexible enough for light ground contact but needs protection on technical trails. It can be removed with nine screws – the first thing I’d do before a long trip. We played in the dunes, cruised some trails; outside it was 38°C, inside cool and pleasant. We left the desert in one piece – just how I like it.

But that’s just me. Many customers will love the 4Runner’s bold styling, its lighthearted feel, and the fact it will be rarer than the Land Cruiser 250. Buyers spending NIS 500,000 don’t want to see their car on every corner, and the 4Runner guarantees more exclusivity.

As for the dilemma between 4Runner and Land Cruiser 250? The 4Runner is cheekier, more fun, more urban and youthful, with endless off-road upgrade options. To me, the 4Runner is perfect for a wild weekend at California’s Glamis dunes, while the Land Cruiser dreams of crossing Australia’s Simpson Desert. The Cruiser is pricier (by about NIS 40,000), less agile and bouncy. But it’s roomier, more fuel-efficient, and its design warms the hearts of true off-roaders. And if you ever want to cross Africa, you’ll already have the classic desert ship in your driveway.

Engine: 2,393 cc turbo-gasoline

Power / rpm (hp): 278 / 6,000

Torque / rpm (kgm): 44 / 1,700

Transmission: Automatic, 8 gears

Chassis: Ladder frame

Drive: 4X4 (off-road only), low-range, traction control

Approach / departure angles (degrees): 26 / 20

Ground clearance (cm): 23.3

0–100 km/h (sec): ~7.3

Top speed (km/h): 185

Fuel consumption (manufacturer, km/l): 8.9

Fuel consumption (test, km/l): see text

Length (m): 4.95

Width (m): 1.98

Height (m): 1.85

Wheelbase (m): 2.85

Trunk volume (liters, with 7 seats in use): 343

Ground clearance (cm): 23.3

Curb weight (kg): 2,300

Tires: 265/55R20

U.S. standard warranty – 3 years or 58,000 km for the vehicle, 5 years or 96,000 km for the powertrain