2019 Toyota 4Runner

Every 2019 4Runner trim — SR5, SR5 Premium, TRD Off-Road, TRD Off-Road Premium, Limited, Limited Nightshade Edition (new for 2019), and TRD Pro — shares the same naturally aspirated 4.0L V6 rated at 270 hp at 5,600 rpm. No engine option exists, so the volume SR5 and the range max are identical. A modest figure for the SUV band, unchanged for most of the fifth generation.

The 4.0L V6 makes 278 lb-ft at 4,400 rpm. Decent low- and mid-range grunt suited to low-speed off-road work and towing, but a high-rpm peak and no forced induction leave it mid-pack against turbocharged and hybrid SUV rivals.

Toyota publishes no official figure; instrumented tests of the fifth-gen 4Runner cluster around 7.5 s for street-tire trims and up to 7.9 s for the heavier, off-road-tired TRD Pro, held back by a roughly 4,600–4,900 lb body-on-frame curb weight and a 5-speed automatic. Adequate but unremarkable, landing in the slower half of the SUV band.

The naturally aspirated V6 is smooth off idle with linear, lag-free throttle response and a long reliability track record, but it grows coarse and thrashy when revved hard and its refinement and efficiency trail newer turbo and hybrid powertrains in the class. Dependable rather than polished.

The 5-speed automatic is the 4Runner's biggest dynamic weak point — two to five ratios behind most rivals' 8- to 10-speed units. Reviewers repeatedly flag hunting between gears on grades and occasional clunky, delayed downshifts under part-throttle, though it remains smooth and unobtrusive at steady cruising speed.

Rated at 5,000 lbs across the 4WD range — competitive for a mid-size body-on-frame SUV and well ahead of unibody crossovers and the Jeep Wrangler (3,500 lbs), though short of full-size SUVs.

Serious 4WD hardware is widely offered: part-time 4WD with a two-speed transfer case on SR5/TRD Off-Road/TRD Pro, and full-time multi-mode 4WD with a locking Torsen center differential on Limited, plus an available electronic locking rear diff and Multi-Terrain Select/CRAWL Control on off-road grades. Held below the top band only because SR5 and Limited are still sold in rear-wheel-drive form.

Genuine off-road credibility anchored by the TRD Pro — TRD-tuned springs, 2.5-inch Fox internal-bypass shocks, TRD skid plate, roof rack and all-terrain tires — and the TRD Off-Road with KDSS sway-bar disconnect, Multi-Terrain Select, CRAWL Control and an electronic locking rear differential, all on a ladder frame with 9.6 in of ground clearance on the TRD Pro. Among the most capable mid-size SUVs, a notch below the extreme Wrangler.

A single powertrain, take-it-or-leave-it: every 2019 4Runner is the 4.0L V6 with a 5-speed automatic. No turbo, hybrid, PHEV or EV option exists in the fifth generation. Electrification did not arrive until the redesigned 2025 sixth-gen i-FORCE MAX. Firmly in the bottom band for breadth.

The 4.0L V6/5-speed automatic carries over unchanged for 2019 — Toyota's mid-cycle updates were limited to Fox shocks on TRD Pro, a Nightshade special edition, and a JBL audio upgrade, none of which touch the powertrain — landing at the bottom of the SUV efficiency band, typical of body-on-frame off-road SUVs of this era.

City economy sits near the floor of the SUV band, consistent with the 4Runner's heavy body-on-frame construction and part-time 4WD system.

Highway economy sits at the bottom of the SUV band, reflecting the V6's low-end torque tune and boxy aerodynamics rather than fuel-efficiency optimization.

The large 23-gallon fuel tank offsets the low combined economy, giving the 4Runner mid-pack SUV range despite its poor MPG figures — a common trait of off-road-oriented SUVs carrying big tanks for trail use.

fueleconomy.gov's annual-cost estimate is a live figure that tracks the EPA's periodically-updated reference gas price rather than the 2019 window-sticker price, so it has risen substantially since this vehicle was first scored — at today's $3.99/gal reference price and 18 MPG combined, the 4Runner now lands at the very top of the SUV cost band.

The 4.0L V6 runs on regular unleaded across every trim, keeping fuel costs simple and avoiding any premium-fuel penalty despite the vehicle's low MPG.

NHTSA's overall 4-star rating for the 2019 4Runner is dragged down by a 3-star rollover result, typical for a body-on-frame SUV with a higher center of gravity.

The 4Runner earned Good ratings in the moderate overlap front and side tests, but a Marginal rating (with a Poor structure/safety-cage sub-score) in the small overlap front test knocked it out of Top Safety Pick contention entirely — a more serious shortfall than a simple 'no award' mixed result.

The 5th-generation 4Runner did not gain Toyota Safety Sense P until the 2020 model-year refresh — for 2019 there is no AEB, lane-keeping, adaptive cruise, blind-spot, or rear cross-traffic system available on any trim, SR5 through Limited/TRD Pro.

No pre-collision/AEB system of any kind is fitted to the 2019 4Runner on any trim, so there is no IIHS front crash prevention rating to draw on and no mitigation available in a forward collision.

Blind-spot monitoring and rear cross-traffic alert are absent from the entire 2019 4Runner lineup; Toyota didn't add BSM/RCTA to the 4Runner until the 2022 model year.

Lane Departure Alert and any lane-keeping assistance are absent for 2019 — these arrived with TSS-P in the 2020 refresh, so the 2019 truck has no lane-centering capability whatsoever.

Dynamic Radar Cruise Control is not available on the 2019 4Runner on any trim; buyers get only conventional fixed-speed cruise control until adaptive cruise arrives with the MY2020 TSS-P update.

No hands-free highway driving system exists on the 2019 4Runner or any 4Runner generation to date; the platform lacks even basic adaptive cruise this model year.

IIHS rated the 4Runner's halogen headlights Poor across the board — fair low-beam visibility that drops to inadequate on curves, plus glare problems — and the truck has no curve-adaptive or auto high-beam functionality in 2019.

Reviewers consistently praise the 4Runner's tall, upright seating position and boxy greenhouse for excellent forward and side sightlines, though the rear roof pillars create the usual SUV blind spots and there's no camera-based compensation (no 360-view, no BSM) to offset them.

The second row has two complete LATCH lower-anchor sets plus a top tether and reviewers found it fits three car seats across with reclining seatbacks aiding install, though the lower anchors sit fairly deep in the seat bight and require some digging.

The 2019 4Runner's volume trim (SR5) is a standard 5-passenger configuration; a third-row bench is an optional extra-cost feature only on 2WD trims.

Tall, boxy body-on-frame cabin gives generous front headroom, mid-pack for the off-road SUV segment. 2019 is a carryover from 2018 with no dimensional changes.

Front legroom is on the tighter side of the segment band, reflecting the 4Runner's aging 5th-generation platform (unchanged for 2019).

Boxy roofline carries through to the second row, giving above-average rear headroom for the segment.

Rear legroom is one of the tightest in the off-road SUV class, a well-documented 4Runner weakness versus newer unibody rivals; unchanged for 2019.

The optional third row (2WD SR5/SR5 Premium only, ~9 cu ft behind it and 29.3 in legroom) is a low, knees-up perch suited only to small children on short trips; not offered at all on TRD Off-Road/Pro or any 4WD trim.

Cargo volume behind the second row sits in the lower-middle of the segment band; unchanged for 2019.

Maximum cargo volume with the second row folded is strong for the segment thanks to the tall, square cargo area; unchanged for 2019.

The front console bin is usefully sized for phones and keys, but small-item storage elsewhere in the cabin is thin — nothing that stands out versus rivals.

Front seats are wide, well-cushioned and easy to adjust for long-distance driving; second-row seats are similarly comfortable and spacious. Cloth is standard with leatherette/leather available on SR5 Premium/Limited.

Body-on-frame construction gives a ride that's better than a pickup but noticeably bouncier than a crossover, with body lean in corners; the X-REAS adaptive suspension on Limited/TRD Pro softens but doesn't erase the truck-like character.

Road noise isolation is good most of the time, but the boxy shape generates noticeable wind noise at highway speed, landing the 4Runner around segment average.

Leather-trimmed heated front seats are standard on Limited and Limited Nightshade (new special edition for 2019) and optional on SR5 Premium; no heated steering wheel, ventilated seats, or rear-seat climate controls are offered on any 2019 trim.

Entry SR5 opened the 2019 4Runner's 6-trim lineup ($35,310 base + $1,095 destination); 4x4 SR5 adds roughly $1,700. 2019 carried over the 5th-generation platform with only trim shuffles (new limited-run Nightshade edition), no base pricing shift of note.

TRD Off-Road Premium is the volume pick for the off-road-oriented 4Runner buyer, adding a locking rear diff, crawl control, multi-terrain select, premium audio and navigation over base TRD Off-Road ($38,485).

The 4Runner's body-on-frame platform and 4.0L V6 aren't as cheap to service as a car-based crossover, but Toyota's reliability reputation keeps unscheduled repairs low; ToyotaCare covers the first 2 years/25k miles of scheduled maintenance.

The 4Runner is a perennial best-in-industry resale performer, driven by body-on-frame durability, off-road cachet, and the unchanged 5th-generation platform's slow feature-cycle depreciation — well ahead of the mid-size SUV segment average; both old and refined figures land above the segment's 70% band ceiling, so the score is unchanged.

Standard Toyota bumper-to-bumper coverage, unchanged for 2019 and shorter than several rivals' longer basic warranties (e.g. Hyundai/Kia).

Standard Toyota powertrain coverage; also includes a 5 yr/unlimited-mile corrosion perforation warranty. At the short end of the segment band versus 10-year outliers.

ToyotaCare provides 2 years/25,000 miles of complimentary scheduled maintenance plus 2 years of unlimited-mileage 24/7 roadside assistance — solid basics but shorter than some rivals' 3-year plans and no charging or subscription credits (4Runner has no EV/hybrid variant in 2019).

$41,490 volume-trim price minus its estimated resale value after 5 years (74.6% retained, or about $30,952) leaves about $10,538 in depreciation. Add the projected $5,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $15,738 in total.

The fifth-generation 4Runner carries an unchanged, decade-proven body-on-frame platform and 1GR-FE V6/5-speed drivetrain into 2019, and Consumer Reports gave the 2019 4Runner a predicted reliability score of 5/5, its top rating.

Toyota placed #2 among all brands (tied with Porsche) in the 2019 J.D. Power Vehicle Dependability Study, behind only its own Lexus division, reflecting a durable multi-year dependability standing through the late 2010s.

NHTSA lists 4 recalls touching the 2019 4Runner, the most consequential being the industry-wide low-pressure fuel pump campaign (Denso-sourced part, shared across many 2018-2019 Toyota models) that can cause engine stall or no-restart — a genuine safety-of-motion issue, not merely administrative. A separate SET-distributor suspension/steering fastener recall and a certification-label recall round out the list; none point to a systemic 4Runner-specific design flaw.

The 1GR-FE 4.0L V6 paired with a 5-speed automatic has been in service since the mid-2000s with minimal changes, and is widely regarded among off-road and overlanding communities as one of the most durable gas V6/automatic combinations on sale, with many examples exceeding 250,000-300,000 miles. The 2019 low-pressure fuel pump recall affects a shared supplier part, not the engine or transmission itself, and does not change this reputation.

Reviewers consistently note the 4Runner's cabin is durable and functional but dated by 2019, with widespread hard plastics and a design largely unchanged since 2010 — competitive for ruggedness, behind rivals on perceived material richness for the price.

Despite dated materials, assembly consistency is a strength — the 4Runner is built on a mature, well-sorted production line with few owner-reported rattles or misalignment complaints.

Toyota operates one of the largest and most geographically dense dealer networks in the US, with consistently strong service satisfaction scores.

Parts are widely available through Toyota's extensive dealer and aftermarket network, and the 4Runner in particular benefits from one of the largest off-road aftermarket ecosystems (TRD, ARB, and independent suppliers); routine repair costs run at or slightly below segment average given the platform's simplicity and reliability.

The 2019 4Runner's volume trim (SR5) uses a small 6.1-inch Entune Audio Plus touchscreen; the 8-inch Entune Premium Audio unit is reserved for upper trims, both well below modern segment norms.

Entune 3.0 in the 2019 4Runner was already dated by this point in the vehicle's cycle — reviewers routinely flagged sluggish response, small/low-res displays (especially the 6.1-in unit), and dated graphics compared to rivals' newer touchscreens.

Apple CarPlay and Android Auto were not offered on the 4Runner at all for the 2019 model year — Toyota did not add smartphone projection (wired only) to the 4Runner until the 2020 model-year update, alongside Tacoma, Sequoia, and Land Cruiser.

Entune 3.0's built-in voice commands cover only basic audio/phone functions, and embedded navigation is limited to the Entune Premium Audio w/Navigation package on upper trims; most owners bypassed both in favor of a phone. Siri Eyes Free was available over Bluetooth as a partial workaround for iPhone users lacking CarPlay.

Base Entune Audio Plus is a 6-speaker setup that's merely adequate, but the Limited/TRD Pro's Entune Premium JBL system (15 GreenEdge speakers with subwoofer and amp) is a genuinely strong upgrade that reviewers praised.

Every 2019 4Runner trim uses fully analog gauges with only a small monochrome multi-information display between them — no configurable digital cluster is offered on any trim, including Limited and TRD Pro.

The 2019 4Runner's Entune 3.0 system has no meaningful over-the-air update capability — map and software updates, where offered at all, require a USB stick or dealer visit rather than wireless delivery.

Toyota Remote Connect (remote start, lock/unlock, vehicle finder, alerts) is bundled only with the navigation-equipped Entune Premium package on upper trims and typically converts to a paid subscription after a trial period; base SR5 trims lack it.

Ports are dated — a single USB-A input plus an aux jack on lower trims, with a second USB on some upper trims — and there is no wireless charging pad in 2019. The signature 120V/400W household AC outlet in the cargo area is a genuinely useful practical feature that partially offsets the thin USB provisioning.

Smart Key proximity entry with push-button start is standard only on Limited, TRD Off-Road Premium, and TRD Pro — the volume SR5/SR5 Premium/TRD Off-Road trims retain a conventional key and power locks, so most buyers don't get keyless access.

A rear backup camera is standard fleet-wide (per the May 2018 federal mandate), and TRD Off-Road/TRD Pro trims add a distinctive Multi-Terrain Monitor with multiple camera views for off-road wheel placement, but there is no true 360-degree surround view and rear parking sonar is limited to Limited trim.

No head-up display was offered on any 2019 4Runner trim, including Limited and TRD Pro.

Wide door openings and a tall step-in height make loading kids workable but not effortless; standard second-row LATCH anchors are easy to access, but the optional third row is a tight, kids-only afterthought with almost no cargo room behind it.

Toyota Safety Sense P (automatic emergency braking, lane departure alert, automatic high beams, adaptive cruise) was not made standard until the 2020 model year, so 2019 buyers get only a backup camera and airbags as standard; blind-spot monitoring was not offered on ANY 2019 trim (it didn't arrive on the 4Runner until 2022), and several trims carry Marginal/Poor IIHS headlight scores.

Second-row space and the available sliding rear cargo deck are genuine assets for longer trips, but the body-on-frame ride is stiffer and busier than crossover rivals and the third row lacks climate/USB provisions for multi-hour use.

The 5-speed automatic (unchanged for over a decade by 2019) hunts for gears in stop-and-go traffic and the truck-derived steering/suspension feel heavier and less refined than crossover-based midsize SUVs.

EPA combined economy of 18 mpg for both 2WD and 4WD is well below midsize-SUV norms because of the old body-on-frame platform and 4.0L V6, making per-mile commuting costs high for the segment even on regular fuel.

At roughly 190 in long and 6 ft tall, the 4Runner is bulkier than a typical crossover, but a standard backup camera, high seating position for visibility, and reasonable overhangs keep it manageable with care.

5,000 lb max tow rating with the tow package and roughly 1,550-1,700 lb payload cover light trailer and gear duty, but the SUV body (no bed) caps its usefulness for hauling loose cargo compared to true work vehicles.

The 4Runner's body-on-frame construction and long-running 4.0L V6/5-speed drivetrain have an exceptional reliability track record, making it a favorite among overlanders, fleets, and high-mileage owners.

Cargo tie-downs, a standard tow hitch receiver, and roof-rail/rack options support light work use, but there's no bed, no onboard AC power outlet, and a much thinner aftermarket upfit ecosystem than pickup-based competitors.

A 23-gallon tank gives a useful highway range of roughly 400+ miles, but without Toyota Safety Sense P (not standard until 2020) there is no standard or optional adaptive cruise control to ease fatigue, and elevated wind/road noise plus a firm ride take the edge off extended highway stints.

This is the 4Runner's defining strength: part-time 4WD with a locking rear differential and Crawl Control/Multi-Terrain Select on TRD Off-Road/Pro grades, 9.6 in of ground clearance on 4WD models, and genuine trail pedigree make it a true adventure vehicle.

A 60/40 fold-flat second row, available sliding cargo deck rated up to 600 lb, roof rails/cross bars, and a standard tow hitch make it easy to swallow bikes, coolers, and camping gear.

Body-on-frame construction with a solid rear axle (independent front only) gives the 2019 4Runner secure but clumsy on-road manners — noticeable body roll and a wandering, unsettled feel through corners typical of the off-road SUV class.

Steering is slow-ratio and heavier than expected off-center, with little genuine road feedback — usable and predictable at low speed but vague at the limit.

Adequate stopping power for the segment with a soft, truck-like pedal; the tall, heavy body-on-frame chassis produces noticeable brake dive under hard stops.

The 270-hp 4.0L V6 and 5-speed automatic (unchanged for 2019) deliver near-instant tip-in and smooth, well-timed shifts, giving a linear, unhesitant power delivery despite the transmission's low gear count by class standards.

Quiet at highway cruise, but the V6 becomes audible under hard acceleration and wind/road noise builds at speed — inoffensive but unremarkable for the segment.

18.7 ft curb-to-curb turning radius (37.4 ft diameter) is mid-pack for a body-on-frame off-road SUV of this size and wheelbase.

Tall command seating position, excellent outward visibility, and a simple, high-mounted control layout make the 4Runner easy to place on-road and easy to get in and out of despite its height.

Off-pavement, the 4Runner has real character and off-road capability that enthusiasts appreciate, but on-road it drives like the truck it is underneath — competent but forgettable for daily commuting.

2019 was the year the 4Runner lineup gained standard Apple CarPlay/Android Auto via Toyota's Entune 3.0 head unit, a real content bump, but Toyota Safety Sense P (adaptive cruise, pre-collision, lane departure alert, auto high beams) was still absent as a standard feature — it did not arrive until MY2020 — leaving the 4Runner behind rivals that had already made AEB/ACC standard across their lineups. Base SR5 also stuck with a small 6.1-in touchscreen, cloth seats, and no power liftgate.

Buyers are largely paying for Toyota's off-road reputation and resale strength rather than content or efficiency: a 9-year-old platform, 5-speed automatic, and 16/19 mpg city/highway trail well behind midsize-SUV rivals at similar price points, and the lack of standard advanced safety tech in 2019 further dents the per-dollar proposition. Genuine off-road hardware on TRD Off-Road/TRD Pro (locking rear diff, CRAWL Control, TRD-tuned suspension) does deliver real capability for the money for that specific buyer.

Seven 2019 grades — SR5, SR5 Premium, TRD Off-Road, TRD Off-Road Premium, the newly added Nightshade Edition, Limited, and TRD Pro — span budget-oriented RWD/4WD models up to luxury-leaning Limited and hardcore off-road TRD Pro, with optional third-row seating on SR5/Limited and 4WD available across most grades.

The 4Runner remained one of Toyota's steadier high-volume nameplates in 2019, moving well over 130,000 units in the US with a devoted, growing overlanding/off-road following even as most midsize-SUV rivals modernized around it.

Toyota's reliability halo plus the 4Runner's own cult status among off-roaders and overlanders gives it outsized brand pull for its age and price point; owners are notably loyal and repeat-buy the nameplate.

Strong demand and Toyota's traditionally disciplined incentive strategy meant the 4Runner typically transacted close to MSRP with minimal cash-on-the-hood or subsidized financing versus segment norms in 2019 — good for resale, poor for a bargain-hunting buyer.

The fifth-generation 4Runner launched for 2010 and received only a mid-cycle refresh in 2014; by 2019 it was already one of the oldest designs on sale in the segment, still running a 5-speed automatic while rivals moved to 8-10 speeds, with no ground-up redesign arriving until the sixth generation for MY2025.

Mainstream on-road comparison tests (Car and Driver, MotorTrend) routinely ranked the 2019 4Runner near the bottom of the midsize SUV field for ride, handling, efficiency, and lack of standard driver-assist tech, but it wins off-road-focused shootouts against Wrangler-class rivals and was a perennial Kelley Blue Book/ALG Best Resale Value Award recipient.