2017 Toyota 4Runner

Every 2017 4Runner trim — SR5, SR5 Premium, the new-for-2017 TRD Off-Road and TRD Off-Road Premium (replacing Trail/Trail Premium), Limited and TRD Pro — uses the same naturally aspirated 4.0L V6 rated 270 hp at 5,600 rpm. 2017 is a carry-over powertrain year within the fifth generation (2010–2024), so the volume SR5 and the range max are identical.

The 4.0L V6 makes 278 lb-ft at 4,400 rpm — adequate low-speed grunt for trail work and towing, but a high-rpm peak and no forced induction keep it mid-pack in the SUV band.

Toyota publishes no official 0–60 figure; published estimates and instrumented tests of the fifth-gen 4.0L V6 4Runner cluster around 7.5 s, slower for the heavier, all-terrain-tired TRD Pro. The ~4,750 lb curb weight and 5-speed automatic hold it in the slower half of the SUV band.

The naturally aspirated V6 is smooth and lag-free off idle with predictable, linear response, but grows coarse when revved hard and feels dated against turbocharged rivals. Dependable rather than polished.

The 5-speed automatic is the weakest link — several ratios short of rivals' 8- and 9-speed units in 2017 — and reviewers note hunting on grades and slow, occasionally clunky kickdowns, though it is smooth at steady cruise.

A 5,000 lb rating is competitive for a mid-size body-on-frame SUV, ahead of unibody crossovers and the Wrangler, short of full-size SUVs.

Part-time 4WD with a two-speed transfer case on SR5/TRD Off-Road/TRD Pro and full-time 4WD with a locking Torsen center diff on Limited, plus a standard locking rear diff, Multi-Terrain Select and CRAWL Control on TRD Off-Road grades. Held below the very top only because SR5 and Limited are also sold as 2WD.

Ladder frame, low range, and dedicated TRD Off-Road (locker, Multi-Terrain Select, CRAWL Control, available KDSS) and TRD Pro grades (TRD springs, Bilstein remote-reservoir shocks, front skid plate, all-terrain tires, ~9.6 in clearance). Among the most capable mid-size SUVs, a notch below the Wrangler.

Single powertrain: every 2017 4Runner is the 4.0L V6 with a 5-speed automatic; no turbo, hybrid or diesel option. The hybrid i-FORCE MAX arrived only with the 2025 sixth generation.

The carry-over 4.0L V6/5-speed lands near the floor of the SUV band, typical of heavy body-on-frame off-roaders of this era.

City economy sits near the bottom of the SUV band given the ~4,750 lb curb weight and old 5-speed.

Boxy aerodynamics and a 5-speed automatic leave highway economy at the floor of the SUV band for the volume 4WD configuration.

The large 23-gallon tank offsets poor economy, giving mid-pack range for the SUV segment.

fueleconomy.gov's live annual-cost estimate for the 18 MPG 4Runner sits at the top of the SUV cost band, reflecting both poor economy and the current EPA reference gas price.

The 4.0L V6 runs on regular unleaded across every trim, with no premium-fuel penalty.

The 2017 4Runner carries a 4-star NHTSA overall rating, held down by a 4-star frontal result and a 3-star rollover rating typical of a tall body-on-frame SUV.

Good in moderate overlap, side, roof strength and head restraints, but a Marginal driver-side small overlap result rules out any Top Safety Pick award for 2017.

The 2017 4Runner predates Toyota Safety Sense P (added for MY2020): no AEB, lane departure, adaptive cruise, blind-spot or rear cross-traffic system is offered on any trim; only a standard backup camera and the usual stability/traction controls.

No forward collision warning or automatic emergency braking exists on any 2017 4Runner, so there is no IIHS front crash prevention rating and no mitigation in a frontal collision.

Blind-spot monitoring and rear cross-traffic alert are not offered anywhere in the 2017 lineup; Toyota added BSM/RCTA to the 4Runner only for MY2022.

No lane departure warning or lane-keeping assistance of any kind on the 2017 4Runner; Lane Departure Alert arrived only with TSS-P in MY2020.

Only conventional fixed-speed cruise control is fitted; Dynamic Radar Cruise Control did not reach the 4Runner until the MY2020 TSS-P update.

No hands-free highway driving system is available on the 2017 4Runner, which lacks even adaptive cruise.

IIHS rates the halogen projector headlights Poor on every 2017 trim, with no curve-adaptive lighting or high-beam assist available.

The upright, boxy greenhouse and tall seating give good forward and side sightlines, but thick rear pillars leave the usual SUV blind zones with only a standard backup camera — no blind-spot monitoring or surround view — to compensate.

The wide second row has two full LATCH sets and can fit three seats across, but IIHS rated the LATCH hardware Marginal because the lower anchors sit deep in the seat bight and are hard to reach.

The volume SR5 is a 5-passenger configuration; an optional third-row bench raises capacity to 7 on select grades only.

Tall, boxy body-on-frame cabin gives mid-pack front headroom for the segment; the 2017 is a carry-over within the 2014-refreshed fifth generation with no dimensional changes.

Front legroom is on the tighter side of the SUV band, reflecting the fifth-generation body-on-frame packaging.

The upright roofline carries through to the second row, giving above-average rear headroom.

Second-row legroom is among the tightest in the class, a known fifth-gen 4Runner weakness partly offset by a 16-degree reclining rear seatback.

The optional third row (not offered on TRD grades) is a low, knees-up perch with ~29 in of legroom and almost no cargo space behind it — kids-only, short trips.

Cargo volume behind the second row sits in the lower-middle of the SUV band.

The tall, square load bay gives strong maximum cargo volume for the segment.

A roomy center console bin and a standard 120V outlet plus the available sliding rear cargo deck and power roll-down rear window are useful touches, though small-item storage around the cabin is otherwise thin.

Front seats are wide and well cushioned for long drives and the reclining second row is comfortable, though the volume SR5's manual-adjust cloth seats offer limited adjustment and rear legroom is short.

Body-on-frame construction with a solid rear axle gives a ride better than a pickup but busier and bouncier than crossovers; Limited's X-REAS softens body motions but doesn't change the truck character.

Road noise isolation is decent, but the boxy shape generates notable wind noise at highway speed, and off-road tires on TRD grades add hum.

Heated front seats arrive at SR5 Premium and up, and the Limited adds ventilated front seats and dual-zone automatic climate; the volume SR5 has manual A/C with rear vents only, and no heated wheel is offered on any trim.

The 2017 4Runner opened at the SR5 2WD for $34,210 before destination. 2017 is a carry-over year of the fifth generation (2010 launch, 2014 facelift); the main lineup change was the Trail grades being renamed TRD Off-Road / TRD Off-Road Premium.

Volume 4Runner buyers cluster in the 4x4 SR5/TRD Off-Road grades; the TRD Off-Road Premium is used as the representative as-equipped configuration, consistent with adjacent model years.

Same 4.0L V6 / 5-speed body-on-frame drivetrain as later fifth-gen years: heavier-duty service items (tires, brakes, 4WD fluids) than a crossover, offset by very low unscheduled-repair rates. ToyotaCare covers the first 2 yr/25k mi of scheduled maintenance.

The 4Runner is consistently among the slowest-depreciating vehicles sold in the US; a 2017 reaching age 5 in 2022 did so in the used-vehicle price spike, so real-world retention was at least as strong as long-run study figures — well above the 70% SUV band ceiling either way.

Standard Toyota bumper-to-bumper coverage for 2017, at the short end of the segment versus Hyundai/Kia's 5-year basic warranty.

Standard Toyota powertrain coverage, plus 5 yr/unlimited-mile corrosion perforation; shorter than the 10-year/100k-mi outliers.

ToyotaCare includes 2 years/25,000 miles of scheduled maintenance and 2 years of unlimited-mileage 24/7 roadside assistance — useful basics, but shorter than 3-year plans from luxury brands and no connected-service or charging perks (no hybrid/EV 4Runner in 2017).

$40,255 volume-trim price minus its estimated resale value after 5 years (74% retained, or about $29,789) leaves about $10,466 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $15,666 in total.

2017 is a carry-over year of the fifth generation (launched for 2010, refreshed for 2014) on the same body-on-frame platform and 1GR-FE V6/5-speed drivetrain, and Consumer Reports' owner-survey data rates the 2017 4Runner more reliable than other vehicles of its model year. Owner-reported trouble spots are minor: in-car electronics (Entune navigation/radio), paint/trim, and X-REAS strut leaks on Limited trims.

Toyota was the highest-ranked non-premium brand in the 2017 J.D. Power Vehicle Dependability Study, and Toyota Motor Corp. took 10 of 18 segment awards — a consistent top-tier dependability standing through the mid-2010s.

NHTSA lists 5 recalls for the 2017 4Runner, but all are minor or administrative — label errors, a small spare-tire-pressure batch, and distributor accessory parts. The 2017 model year predates the Denso low-pressure fuel pump campaign that hit the 2018-2019 4Runner, and nothing points to a systemic powertrain or safety-system defect.

The 270-hp 1GR-FE 4.0L V6 with the A750-family 5-speed automatic is one of the most proven gas powertrains on sale in 2017, with an extensive record of 250,000-300,000-mile examples among off-road and fleet owners.

The cabin is rugged and functional but dated, with abundant hard plastics and a design largely carried from the 2014 refresh — durable for its off-road mission yet behind newer midsize SUVs on perceived richness at its price.

A mature, well-sorted production line yields consistent assembly with few rattle or misalignment complaints, though some owners report exterior paint/coating peeling.

Toyota operates one of the largest and densest dealer networks in the US with consistently solid service satisfaction.

Parts are cheap and plentiful, and the fifth-generation 4Runner — now in long-term used ownership — has one of the largest off-road aftermarket ecosystems of any SUV; routine repair costs run at or below segment average.

Every 2017 4Runner grade, including the Limited, uses a 6.1-inch Entune touchscreen — small even by 2017 standards.

The first-generation Entune interface on a small low-resolution screen was slow and dated in 2017, though physical knobs for volume/tuning keep basic operation easy.

Neither Apple CarPlay nor Android Auto, wired or wireless, was offered on the 2017 4Runner; smartphone projection arrived only for MY2020.

Integrated navigation comes with Entune Premium Audio on SR5 Premium and above, but the volume SR5 relies on the phone-based Scout GPS Link app; voice recognition is limited to basic phone/audio commands.

The volume trims' 8-speaker system is adequate; the Limited-only 15-speaker JBL GreenEdge system with subwoofer is a genuine upgrade but reaches few buyers.

All trims use analog Optitron gauges with a small monochrome multi-information display; no digital cluster is offered.

The 2017 Entune head units have no over-the-air software update capability; map/software updates require dealer or USB service.

Remote functions are minimal: Entune App Suite provides in-dash apps via a paired phone, and Safety Connect (Limited, trial) offers emergency assistance and stolen-vehicle locating, but there is no remote start/lock app.

A single USB 2.0 port is the only USB provision and there is no wireless charging, but a standard 120V outlet plus two 12V outlets is a useful practical offset.

Smart Key proximity entry with push-button start is exclusive to the Limited; every other 2017 grade, including the volume SR5, uses a conventional key with remote keyless entry.

A backup camera is standard on all trims, but front and rear clearance sonar is Limited-only and there is no surround-view system; off-road camera views are not a volume-trim feature.

No head-up display is offered on any 2017 4Runner grade.

Wide rear doors and a wide second row fit three child seats, but the tall step-in height, deep-set LATCH anchors (IIHS Marginal) and a kids-only optional third row limit the family case.

No AEB, lane departure, adaptive cruise or blind-spot monitoring is offered on any 2017 trim; the IIHS rates the headlights Poor and the driver small-overlap test Marginal, and NHTSA gives 4 stars overall with a 3-star rollover score. Eight airbags and a backup camera are the standard safety content.

Generous max cargo space, a reclining second row and rear A/C vents help on long trips, but the busy truck ride, wind noise and lack of adaptive cruise wear on passengers.

The tall step-in, slow steering and dated 5-speed automatic make it feel truck-like in daily use compared with crossover rivals, though the commanding view helps.

EPA 17/21/18 mpg (2WD) and 17/20/18 mpg (4WD) is poor for a midsize SUV, though the V6 runs on regular fuel.

At ~190 in long and over 71 in tall it is bulkier than a crossover, but good outward visibility, a standard backup camera and a 37.4-ft turning circle keep it manageable; parking sonar is Limited-only.

A 5,000-lb tow rating with integrated hitch receiver and a payload around 1,500+ lb cover light trailers and gear, but no bed limits loose-cargo work.

Body-on-frame construction and the long-proven 4.0L V6/5-speed driveline have an outstanding long-term durability record, making the fifth-gen 4Runner a high-mileage favorite.

A standard 120V outlet, integrated hitch receiver, roof rails and a vast aftermarket of racks and drawers support light work use, but it has no bed and limited factory upfit options.

The 23-gallon tank gives roughly 400 miles of highway range, but only conventional cruise control, wind noise and a busy ride make long stints tiring.

The 4Runner's defining strength: part-time 4WD with low range, 9.6 in of clearance, and on TRD Off-Road/Pro a locking rear differential, Crawl Control, Multi-Terrain Select and available KDSS.

A fold-flat second row, 89.7 cu ft max cargo, available sliding cargo deck, roll-down rear window and roof rack make bikes, coolers and camping gear easy to carry.

Body-on-frame construction with a solid rear axle gives secure but clumsy on-road manners, with marked body roll and an unsettled feel in corners.

Slow-ratio hydraulic steering is predictable at low speed but vague and numb on the highway.

Adequate stopping power for the class with a soft pedal and noticeable nose dive under hard braking from the heavy, tall chassis.

The 270-hp, 278 lb-ft 4.0L V6 responds promptly and the 5-speed automatic shifts smoothly, though the wide ratio gaps show on grades.

The V6 is quiet at cruise and only gets vocal under hard acceleration; wind noise is the bigger source of highway sound.

A 37.4-ft curb-to-curb turning circle is mid-pack for a body-on-frame midsize SUV; the platform and wheelbase are unchanged across the 2014–2024 fifth generation.

Tall command seating, excellent sightlines and big, simple knobs and switches make it easy to place and operate, though the step-in is high.

Real off-road character gives it enthusiast appeal on the trail, but on pavement it drives like the truck it is.

The 2017 SR5 includes a rearview camera, 6.1-in Entune touchscreen with Bluetooth, power rear window and part-time 4WD on 4x4 models, but no Apple CarPlay/Android Auto, no automatic emergency braking or adaptive cruise (Toyota Safety Sense P did not arrive on the 4Runner until MY2020), cloth seats and no power liftgate — sparse against 2017 midsize rivals at ~$35k.

Buyers pay for body-on-frame toughness, genuine off-road hardware (locking rear diff, CRAWL Control, KDSS on TRD Off-Road/Pro) and outstanding resale rather than content or refinement; the 4.0L V6 with 5-speed automatic returns about 17/20/18 mpg (4WD) and on-road manners trail car-based rivals at the same price.

Six 2017 grades — SR5, SR5 Premium, TRD Off-Road (renamed from Trail for 2017), TRD Off-Road Premium, Limited, TRD Pro — spanning 2WD and 4WD (part-time or full-time on Limited), with optional third row on SR5/Limited; a single engine/transmission limits powertrain choice.

Sales kept climbing late in the generation's life: 2017 was a record year for the nameplate at roughly 128,000 US units, remarkable for a seven-year-old body-on-frame design in a crossover-dominated market.

Toyota's reliability reputation plus the 4Runner's cult following among off-roaders and overlanders give the nameplate unusually strong pull and owner loyalty for its price point.

Strong demand and Toyota's restrained incentive spending meant the 2017 4Runner generally transacted near MSRP, with occasional modest lease or APR offers but little cash on the hood versus segment norms.

The fifth generation debuted for MY2010 and was facelifted for 2014; by 2017 it was a seven-year-old design still using a 5-speed automatic while rivals moved to 8–9 speeds. No redesign was imminent (the sixth generation arrived for MY2025), so buyers faced little obsolescence risk, but the platform was clearly aging.

Mainstream reviewers scored the 2017 4Runner low on ride, handling, fuel economy and tech versus midsize SUV rivals, but it earned praise for off-road ability and durability and collected Kelley Blue Book Best Resale Value recognition.