2018 Toyota 4Runner

2018 is a carry-over year in the fifth generation (2010–2024): every trim — SR5, SR5 Premium, TRD Off-Road, TRD Off-Road Premium, Limited and TRD Pro — uses the same naturally aspirated 4.0L V6 rated 270 hp at 5,600 rpm, so the volume SR5 and the range max are identical. Modest for the SUV band.

Peak torque of 278 lb-ft arrives high in the rev range at 4,400 rpm; adequate for trail crawling and mid-weight towing but mid-pack against turbocharged rivals.

Toyota publishes no official figure; instrumented tests of the unchanged fifth-gen V6/5-speed 4Runner land around 7.5–7.9 s, held back by a ~4,400–4,800 lb body-on-frame curb weight and short gear count.

The naturally aspirated V6 delivers linear, lag-free throttle response and strong low-speed control, but turns coarse and loud when worked hard and feels dated next to newer turbo and hybrid powertrains. Dependable rather than polished.

The 5-speed automatic is a generation behind rivals' 8- and 9-speeds; reviewers note hunting on grades and slow, sometimes clunky part-throttle downshifts, though it is smooth at steady cruise.

A 5,000 lb rating with standard tow hitch receiver and wiring harness is competitive for a mid-size body-on-frame SUV and well ahead of the Wrangler's 3,500 lbs, but short of full-size SUVs.

Part-time 4WD with a two-speed transfer case (SR5, TRD Off-Road, TRD Pro) and full-time 4WD with a locking Torsen center differential (Limited), with an electronic locking rear diff, Multi-Terrain Select and CRAWL Control on TRD grades. Held below the top band only because SR5 and Limited are also sold as RWD.

Genuine off-road credibility on a ladder frame: the 2018 TRD Pro adds TRD-tuned Bilstein remote-reservoir rear shocks, TRD front springs, a TRD front skid plate and all-terrain tires, while the TRD Off-Road brings a locking rear diff, CRAWL Control, Multi-Terrain Select and available KDSS. Roughly 9.6 in ground clearance; a notch below the Wrangler.

Single powertrain: every 2018 4Runner is the 4.0L V6 with a 5-speed automatic; no turbo, hybrid or plug-in option existed until the 2025 sixth-generation i-FORCE MAX.

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

City economy near the bottom of the SUV band, reflecting the 4Runner's weight and short gearing.

Highway economy sits at the bottom of the SUV band — boxy aerodynamics and only five gears.

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

EPA's current annual fuel-cost estimate puts the 4Runner past the top of the SUV cost band, a direct consequence of its 18 MPG combined rating.

Runs on regular unleaded across every trim; no premium-fuel penalty.

NHTSA rates the 2018 4Runner 4 stars overall, held back 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 keeps the aging fifth-generation body out of any IIHS award for 2018.

The 2018 4Runner offers no AEB, lane departure, adaptive cruise, blind-spot or rear cross-traffic system on any trim; Toyota Safety Sense P did not arrive until the 2020 model year.

No pre-collision or automatic emergency braking system is fitted on any 2018 trim, so there is no front crash prevention capability or IIHS rating.

Blind-spot monitoring and rear cross-traffic alert are unavailable across the 2018 lineup; Toyota did not add BSM/RCTA to the 4Runner until MY2022.

No lane departure warning or lane-keeping assistance of any kind exists on the 2018 4Runner; Lane Departure Alert arrived with the 2020 TSS-P update.

Only conventional fixed-speed cruise control is offered on the 2018 4Runner; radar adaptive cruise arrived with TSS-P for 2020.

No hands-free driving system is available on the 2018 4Runner, which lacks even adaptive cruise control.

IIHS rated the headlights Poor on every 2018 trim (SR5 through TRD Pro and Limited), with inadequate low-beam visibility on all curve tests plus some glare, and no auto high beams.

The tall, upright seating position and boxy greenhouse give good forward and side sightlines, but thick rear pillars create typical SUV blind zones with only a backup camera and no BSM or 360 view to compensate.

The roomy second row and wide rear doors make fitting seats workable and reviewers fit three across, but IIHS rates the LATCH hardware Marginal, with lower anchors set deep in the seat bight and only two full LATCH positions.

The volume SR5 is a 5-passenger configuration; a third row is an extra-cost option only on SR5 and Limited for 2018.

The tall, boxy body-on-frame cabin gives mid-pack front headroom for the SUV band. 2018 has no dimensional changes within the fifth generation.

Front legroom sits in the lower half of the SUV band, reflecting the 2010-era fifth-generation packaging.

The square roofline carries into the second row, so rear headroom is above average for the segment.

Second-row legroom is among the tightest in the SUV class, a long-standing 4Runner weakness against newer unibody rivals. The 16-degree recline helps comfort but adds no space.

The optional third row (SR5 and Limited only, not offered on TRD grades) is a low, knees-up seat for small children on short trips, with only about 9 cu ft of cargo behind it. The volume SR5 has no third row.

Cargo space behind the second row is in the lower-middle of the SUV band.

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

Small-item storage in the cabin is thin beyond a roomy center console. The optional 440-lb pull-out cargo deck, standard power roll-down rear window and standard 120V outlet are genuinely useful extras.

Front seats are wide and well cushioned for long drives, and the reclining second row is comfortable, though legroom is short. Fabric is standard on SR5; SoftTex/leather come on Premium grades and Limited.

Body-on-frame construction and a solid rear axle make the ride bouncy on broken pavement, with noticeable body motion. The X-REAS damping on the Limited softens it but does not change the truck character.

Road noise is reasonably controlled, but the boxy body brings noticeable wind noise at highway speed, and the V6 gets loud at high rpm.

Heated front seats start at SR5 Premium, and dual-zone automatic climate is limited to the Limited. No ventilated seats, heated wheel or remote start are offered, and the volume SR5 has none of these.

The SR5 4x2 opened the 2018 4Runner's six-grade lineup at $34,810 before destination; 4x4 SR5 added about $1,875. 2018 was a carry-over year of the 2010-launched fifth generation, with only new Wilderness and TRD Enhancement packages added.

TRD Off-Road Premium 4x4 is the representative volume pick for the off-road-focused 4Runner buyer (locking rear diff, Multi-Terrain Select, CRAWL Control, SofTex seats, navigation) — consistent with the trim used for adjacent model years.

Same 4.0L V6 / 5-speed body-on-frame hardware as 2019; servicing costs more than a crossover, but Toyota's durability keeps unscheduled repairs low, and ToyotaCare covers the first 2 yr/25k mi of scheduled maintenance.

The 4Runner is a perennial industry-leading resale performer thanks to body-on-frame durability and off-road cachet; well above the mid-size SUV norm and above the band's 70% ceiling.

Standard Toyota bumper-to-bumper coverage — at the bottom of the band versus Hyundai/Kia 5-year plans.

Standard Toyota powertrain coverage plus 5-yr/unlimited-mile corrosion perforation; short end of the band versus 10-year rivals.

ToyotaCare gives 2 years/25,000 miles of scheduled maintenance and 24-hour roadside assistance — solid basics but shorter than 3-year plans from some rivals, with no connected-service or charging perks of note.

$40,990 volume-trim price minus its estimated resale value after 5 years (74.6% retained, or about $30,579) leaves about $10,411 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $15,611 in total.

The 2018 4Runner is a carry-over year of the fifth generation (2010–2024) on the unchanged 1GR-FE V6/5-speed drivetrain, yet Consumer Reports' predicted reliability for the 2018 model came in at only 2/5 — an outlier against the nameplate's otherwise top-tier CR history and later 'most reliable' standing. Owner-survey sources since then rate the year well, so the signals are mixed rather than poor, keeping this in the upper part of the average band rather than top tier.

Toyota sat at the top of mainstream brands in the 2018 J.D. Power VDS, just behind luxury leaders Lexus and Porsche, and Toyota Motor Corp. took the most segment awards of any manufacturer — a consistent top-5 multi-year dependability standing.

Five NHTSA recalls touch the 2018 4Runner; the substantive one is the multi-model Denso low-pressure fuel pump campaign (engine stall risk), while the rest are small-population fastener and certification/load-label campaigns. Typical activity with one real safety-of-motion issue sourced from a shared supplier part, not a 4Runner-specific design flaw.

The 1GR-FE 4.0L V6 and 5-speed automatic (A750) carried into 2018 unchanged; the combination is one of the most proven gas powertrains on sale, with a well-documented record of 250,000–300,000-mile examples. The fuel pump recall concerns a shared supplier component, not the engine or transmission.

The cabin is rugged and functional but largely unchanged since 2010 (2014 refresh aside), with plentiful hard plastics; reviewers rate it behind newer midsize SUV rivals on perceived richness for a premium-priced vehicle.

A mature, well-sorted production line nine model years into the generation yields tight, consistent assembly with few owner-reported rattles or misalignment complaints.

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

Abundant OEM and aftermarket parts — the 4Runner has one of the largest off-road aftermarket ecosystems (TRD, ARB, independents) — and the simple, long-running platform keeps repair costs at or below segment average.

Every 2018 4Runner uses a 6.1-inch Entune touchscreen, well below the segment band. No larger screen was offered on any trim.

The small, dated Entune unit is simple, and the physical knobs help, but the graphics, response and app-based features were already behind rivals by 2018.

Neither Apple CarPlay nor Android Auto was offered in any form on the 2018 4Runner. Wired projection arrived for MY2020.

The volume SR5 relies on the phone-tethered Connected Navigation (Scout GPS) app. Built-in navigation and Siri Eyes Free start at SR5 Premium, and basic voice commands are dated.

The 8-speaker base system is adequate. The Limited's 15-speaker JBL GreenEdge system with a subwoofer is a real upgrade, but only on the top trim.

All trims use analog gauges with a small multi-information display. No digital cluster was offered.

The 2018 Entune head units have no over-the-air software or vehicle updates. Map and software updates go through a dealer or USB.

There is no remote start, lock or locate app. Entune App Suite only brings phone-based apps to the screen on upper trims, and Safety Connect telematics (crash notification, stolen-vehicle locator) is limited to the Limited.

USB is limited to a single USB-A media port up front, with no USB-C and no wireless charging. A standard 120V outlet and two 12V outlets partly make up for it.

Smart Key with push-button start is Limited-only. The volume SR5 and TRD grades use a conventional key, and no remote start or power liftgate is offered.

A backup camera is standard, and front/rear sonar is Limited-only. There is no surround view, though upper TRD grades offer a Multi-Terrain Monitor for off-road use.

No head-up display was offered on any 2018 4Runner trim.

Wide rear doors help, but the tall step-in, tight second-row legroom and LATCH anchors that need digging for make daily kid duty workable rather than easy. The optional third row is kids-only.

There is no automatic emergency braking, lane departure warning, adaptive cruise or blind-spot monitoring on any 2018 trim. Crash results are mixed (IIHS small overlap Marginal, headlights Poor, NHTSA 4-star overall with 3-star rollover).

The reclining second row, 47 cu ft of luggage space and a household outlet help on trips, but tight rear legroom, no rear climate controls and a bouncy ride limit multi-hour comfort.

The commanding view and simple controls are pluses, but slow steering, the dated 5-speed automatic and truck-like ride make it more tiring in traffic than crossover rivals.

At an EPA 18 mpg combined, per-mile fuel costs are high for a midsize SUV, though it runs on regular fuel and consumables are cheap.

It is tall and about 190 in long, with only a backup camera on most trims (sonar is Limited-only), but its 37.4-ft turning circle and good outward sightlines keep it manageable.

A 5,000-lb tow rating and a robust V6/body-on-frame drivetrain handle light trailer and gear work, but there is no bed and the capacity is modest next to pickups.

The proven body-on-frame chassis and long-running 4.0L V6/5-speed drivetrain have an outstanding long-term durability reputation.

A standard 120V outlet, a power roll-down rear window, the 440-lb pull-out cargo deck and a deep rack/armor aftermarket support light work use, but there is no bed.

The 23-gallon tank gives roughly 400+ miles of highway range and the seats are comfortable, but with no adaptive cruise or lane assist, plus wind noise and a bouncy ride, long stints are tiring.

Off-road ability is the 4Runner's defining strength: part-time 4WD with low range, a locking rear diff, Crawl Control and Multi-Terrain Select on TRD grades, available KDSS, and 9.6 in of ground clearance.

A fold-flat second row (89.7 cu ft max), the available pull-out cargo deck, standard roof rails, a roll-down rear glass and an integrated hitch make bulky gear easy to carry.

Body-on-frame construction with a solid rear axle brings pronounced body roll and an unsettled feel through corners. It is secure but clumsy on pavement.

Steering is slow and vague on-center, with little road feedback, though it is predictable at low speeds and off-road.

Stopping power is adequate for the class, but the soft pedal and noticeable nose-dive under hard braking reflect the heavy, tall chassis.

The 270-hp 4.0L V6 gives smooth, predictable low-end response, and the 5-speed shifts smoothly, though it has few ratios and kickdown can be slow.

It is quiet at a steady cruise, but the V6 gets coarse and loud near redline. Audible but not intrusive overall.

A 37.4-ft turning diameter is mid-pack for an SUV of this size.

The tall command seating, good outward visibility and large, glove-friendly knobs are strengths. A tilt-only wheel (no telescope) and the high step-in are minor drawbacks.

It has real character and is rewarding off-road, which enthusiasts love, but on pavement it drives like a dated truck.

The 2018 SR5 brings 17-in alloys, rear-seat A/C vents, the power rear window and a backup camera, but no standard driver-assist suite (Toyota Safety Sense P didn't arrive until MY2020), no Apple CarPlay/Android Auto, a small 6.1-in Entune screen and cloth seats — sparse against 2018 rivals that already made AEB and smartphone mirroring standard.

Buyers pay for genuine off-road hardware, durability and resale rather than content or efficiency: a dated 5-speed V6 rated 17 mpg combined and missing active-safety tech at ~$41k for the volume trim. For the off-road buyer the TRD Off-Road's locker and CRAWL Control still deliver real capability per dollar.

Six grades span SR5 to Limited and TRD Pro, with RWD, part-time 4WD and full-time 4WD (Limited) drivetrains, optional third row, and new-for-2018 Wilderness and TRD Enhancement packages — a reasonable spread though only one powertrain.

2018 was a then-record sales year for the 4Runner despite its age, with US volume near 140,000 and rising — exceptional acceptance for a niche body-on-frame SUV.

Toyota's reliability halo plus the 4Runner's cult following among off-roaders and overlanders give it outsized pull and loyal repeat buyers.

Strong demand and Toyota's disciplined incentive strategy meant the 4Runner typically transacted near MSRP with minimal cash or subsidized financing — good for resale, poor for bargain hunters.

The fifth generation launched for MY2010 with a 2014 facelift; by 2018 it was among the oldest designs in the segment, still on a 5-speed automatic and lacking active-safety tech. The redesign wasn't due until MY2025, so redesign risk was low, but the platform was clearly aging.

Mainstream reviewers ranked the 2018 4Runner low among midsize SUVs for ride, handling, fuel economy and missing driver aids, but it was praised off-road and remained a Kelley Blue Book Best Resale Value award winner.