2021 Toyota 4Runner

The 2021 4Runner sits deep in the fifth generation (2010–2024) and uses the same naturally aspirated 4.0L V6 across every trim — 270 hp at 5,600 rpm. There is no engine option, so the volume SR5 and the range max are identical. A modest figure for the SUV band, unchanged for over a decade.

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

Toyota publishes no figure; instrumented tests of the fifth-gen 4Runner cluster around 7.5–8.0 s regardless of trim, held back by a ~4,700–4,900 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 response and a proven reliability record, but it grows coarse and boomy when revved hard and its efficiency and outright refinement trail newer turbo and hybrid powertrains. Dependable rather than polished.

The 5-speed automatic is the 4Runner's biggest dynamic weak point — two to five ratios behind rivals' 8- and 10-speed units. It shifts smoothly and is bulletproof, but the tall gaps hurt both acceleration and highway efficiency, and reviewers consistently flag it as antiquated.

Rated at 5,000 lbs across the 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 and the later sixth-gen 4Runner's 6,000 lbs.

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 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 halo grade — re-tuned Fox internal-bypass shocks, all-terrain tires, roof rack and skid plate — 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 roughly 9.6 in of clearance and a 33-degree approach angle. Among the most capable mid-size SUVs, a notch below the extreme Wrangler.

A single powertrain, take-it-or-leave-it: every 2021 4Runner is the 4.0L V6 with a 5-speed automatic. No turbo, hybrid, PHEV or EV option exists in the fifth generation — the only 2021-specific news was the Nightshade Edition trim and TRD Pro colors, both cosmetic. Electrification did not arrive until the 2025 sixth-gen i-FORCE MAX. Firmly in the bottom band for breadth.

The 2021 4Runner carries over the aging 4.0L V6 (270 hp) paired with a 5-speed automatic — no hybrid was offered that year — yielding one of the thirstiest ratings among mainstream SUVs, below the segment band floor.

City figure sits at the very bottom of the SUV band; the body-on-frame chassis, part-time/full-time 4WD hardware, and old 5-speed automatic all hurt stop-and-go economy.

Brick-like aerodynamics and tall off-road gearing keep highway economy below the segment band floor, worse than rival off-roaders like the Wrangler and Bronco.

A large 23-gallon fuel tank offsets the poor economy, giving a serviceable mid-pack cruising range despite the low MPG.

At 17 MPG combined the 4Runner burns roughly 880 gallons a year; 2021's lower average regular-gasoline prices (well below the 2022 spike) keep the modeled annual cost meaningfully lower than later model years despite identical fuel economy.

Runs on inexpensive 87-octane regular unleaded with no premium or special-fuel requirement — the one bright spot in an otherwise costly-to-fuel package.

NHTSA's overall 4-star rating is dragged down by a 3-star rollover result, typical for a tall body-on-frame SUV, offset by a strong 5-star side score.

The 5th-generation 4Runner (2014-2021 structure) misses any IIHS award: Good in moderate overlap front, side impact, and roof strength, but Marginal in the driver-side small overlap front test and Poor headlights on the halogen-equipped volume SR5 trim.

Toyota Safety Sense P (pre-collision with pedestrian detection, dynamic radar cruise control, lane departure alert, automatic high beams) is standard across every 2021 4Runner trim, but blind-spot monitoring and rear cross-traffic alert are entirely unavailable this model year at any trim or price, a notable gap versus rivals.

The TSS-P pre-collision system includes pedestrian detection and performs adequately in daytime vehicle-to-vehicle scenarios typical of this generation's single-camera setup, but as an older-generation Toyota system it is less refined at night and with pedestrians than the brand's newer TSS 2.5/3.0 suites.

Blind-spot monitoring and rear cross-traffic alert are not offered on any 2021 4Runner trim — the feature wasn't introduced to the lineup until the 2022 model year (standard on upper trims) and standardized fleet-wide only in 2023.

The 2021 4Runner offers only lane departure alert with steering-wheel vibration warning; there is no lane-keep steering intervention or lane-centering function available at any trim.

Adaptive cruise control is standard but operates only at highway speed (above roughly 30 mph) with no stop-and-go/full-speed-range capability and no combined highway-assist/lane-centering pairing, leaving a real functional gap versus newer competitors.

No hands-free highway driving system is offered on the 4Runner or anywhere in Toyota's 2021 US lineup.

IIHS rated the halogen headlights fitted to the volume SR5 trim Poor — not curve-adaptive, no high-beam assist, and inadequate on curves — with only upper LED-equipped trims reaching Acceptable.

The upright greenhouse and tall seating position give reasonably good forward and side sightlines typical of a body-on-frame SUV, though thick rear pillars and a small rear window limit visibility to the back; a standard backup camera helps but there's no 360-degree camera on the volume trim.

Both outboard second-row positions get full LATCH lower anchors plus a top tether for the center position, but the anchors sit deep in the seat bight and require real force to clip in, and 32.9 in. of rear legroom makes the bench better suited to two car seats than three across.

The 2021 4Runner is a five-passenger two-row SUV in its volume SR5/TRD configurations; a cramped third row was a factory option on SR5, SR5 Premium and Limited that pushed capacity to seven, but it is rarely fitted and lands the volume trim in the low part of the SUV seating band.

The tall, boxy fifth-gen body gives good-but-not-class-leading front headroom, sitting mid-band for SUVs; the available moonroof trims it to 37.8 in.

Front legroom is merely adequate — mid-to-low in the SUV band and typical of the aging TGN body-on-frame architecture — though the upright, commanding seating position flatters day-to-day comfort.

Second-row headroom is a relative strength thanks to the square roofline, sitting in the upper part of the SUV band and among the better passenger-space specs on the car.

The defining passenger-space weakness: at 32.9 in the second row is tight for a mid-size SUV footprint, trailing the Bronco (36.3 in) and Wrangler (38.3 in) and leaving taller adults knees-up on longer trips.

The optional third row is token seating — a low, knees-up 50/50 bench with roughly 29 in of legroom and 34 in of headroom, suited only to small children on short trips, difficult to access and eating almost all cargo space when in use. Most 4Runners leave the factory without it, so the volume car is effectively two-row.

Usable, flat-floored space behind the second row that clears the off-road set it competes with (Bronco, Wrangler), but modest against unibody mid-size crossovers and mid-band overall.

With the rear seats folded the boxy body and near-vertical tailgate deliver a genuinely large, van-like hold — the strongest cargo spec on the car and ahead of the mechanically related Land Cruiser.

Above the everyday norm on the strength of two signature features: the power roll-down rear window (a 4Runner hallmark unique in the class) and the available sliding rear cargo deck that doubles as a tailgate seat/load platform. A deep console, big door bins, and a flat fold-flat floor round it out; it stops short of the standout band without onboard power or an in-floor trunk.

Front seats are supportive with an upright, high-set driving position most owners like, and SofTex/leather trims cushion well; the flatter rear bench and limited rear legroom make longer stints less agreeable, keeping this comfortably mid-band rather than a long-haul leader.

A trucky, old-school body-on-frame ride: composed and pliant on the highway but floaty over undulations and busy on broken pavement, with noticeable secondary motion. Better tied-down than a Wrangler but behind any unibody crossover.

One of the noisier cabins in the segment: pronounced wind and road noise at highway speed from the boxy shape and (on TRD trims) all-terrain tires, plus a droning, coarse 4.0-liter V6 under load. The dated fifth-gen sound insulation shows against newer rivals.

Adequate for the class without being generous: dual-zone or optional auto climate, heated front seats on SR5 Premium and up, and heated steering wheel plus ventilated front seats on the Limited, but rear-climate provision and remote pre-conditioning are limited and much of the equipment lives on the pricier trims.

Entry SR5 trim opened the 2021 4Runner lineup; 4x4 SR5 adds roughly $1,700. Pricing held flat with minor equipment shuffles versus 2020 for the mid-cycle 5th-generation model.

TRD Off-Road Premium is the best-selling configuration for the off-road-focused 4Runner buyer, adding locking rear diff, crawl control, and multi-terrain select over the base TRD Off-Road.

The 4Runner's aging body-on-frame platform and 4.0L V6 carry class-typical upkeep costs — not as cheap as a car-based crossover, but Toyota reliability keeps unscheduled repairs low. ToyotaCare covers the first 2 years/25k miles.

The 4Runner is a perennial best-in-class (often best-in-industry) resale performer, driven by body-on-frame durability, off-road cachet, and slow model-cycle depreciation of features.

Standard Toyota bumper-to-bumper coverage, unchanged for 2021 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 2021).

$41,325 volume-trim price minus its estimated resale value after 5 years (68% retained, or about $28,101) leaves about $13,224 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,024 in total.

Consumer Reports gave the 2021 4Runner a 5/5 overall predicted reliability rating and 4/5 predicted owner satisfaction; J.D. Power's predicted reliability index sits at 81/100. Both independent sources agree it is a top-tier predicted-reliability vehicle for the segment.

Toyota has been a perennial top-tier brand in both Consumer Reports' brand reliability rankings and J.D. Power's Vehicle Dependability Study through the early 2020s, consistently placing in the top handful of mainstream and overall brands.

No federal NHTSA safety recalls target the 2021 model year 4Runner specifically; the only related action was a regional distributor (Southeast Toyota) recall on 2020-2022 units with aftermarket 20-inch wheels for an incorrect load-rating label, a paperwork/labeling issue rather than a mechanical or safety defect.

The 4.0L 1GR-FE V6 paired with the 5-speed automatic has been in service since 2010 with an exceptional high-mileage track record — timing chain (not belt) design and very few reports of catastrophic engine or transmission failure, with many examples documented past 250,000-300,000 miles on factory maintenance.

Reviewers consistently criticize the cabin's hard, dated plastics relative to the 4Runner's price point, which can crest $50,000 in higher trims; some note the durability tradeoff is intentional for an off-road-focused vehicle, but perceived material quality lags the segment.

Despite criticism of interior materials, the 4Runner's assembly is generally solid with few rattle or misalignment complaints — consistent with Toyota's broader initial-quality standing, though unremarkable rather than class-leading.

Toyota operates one of the largest and most geographically dense dealer networks in the US, and ranked strongly in J.D. Power's 2021 Customer Service Index for trucks/SUVs.

The 4Runner's mechanically simple, long-running platform means parts are cheap and widely available through Toyota's dealer network and a large aftermarket, further bolstered by an especially active off-road/overlanding aftermarket ecosystem.

Toyota carried the 8-inch touchscreen introduced for MY2020 into the 2021 4Runner across trims; it's small by 2021 SUV standards but matches this off-road segment's norms.

The post-Entune touchscreen system (introduced MY2020) is a real improvement over the old Entune 3.0 but reviewers still described it as basic, low-resolution graphics with dated menu logic compared to segment rivals like the Wrangler's Uconnect or Bronco's SYNC 4.

Apple CarPlay and Android Auto are standard on all 2021 4Runner trims, but only via wired USB connection — no wireless projection was offered this model year.

Embedded navigation was only available as part of higher Entune Audio Plus/Premium JBL packages and reviewers considered it clunky; most owners rely on CarPlay/Android Auto's Siri/Google Assistant instead of the native voice system, which has limited natural-language capability.

The optional 15-speaker JBL Premium Audio system (standard on Limited, Nightshade, and TRD Pro) with a subwoofer and 550-watt amp is well regarded, though some owners find it underwhelming for the speaker count; base 6-speaker audio on SR5/TRD Off-Road trims is merely adequate.

The 2021 4Runner uses traditional analog speedometer/tachometer gauges with only a small monochrome multi-information display for trip data and vehicle settings — no configurable full-digital cluster is offered on any trim.

Toyota's Connected Services on the 2021 4Runner (Safety Connect, Remote Connect) do not include meaningful over-the-air software updates for the infotainment system or vehicle software — the platform predates Toyota's later OTA-capable systems.

The Toyota app supports Remote Connect (remote start/lock/unlock, vehicle finder, alerts) but functionality requires a paid subscription after the trial period on most trims (complimentary Safety Connect runs longer on some trims); there's no digital key feature.

The 2021 4Runner offers up to three USB-A ports and a 120V household outlet on some trims, but no wireless charging pad was available this model year and USB-C wasn't yet introduced — dated compared to contemporary rivals.

Smart-key proximity entry with push-button start is standard on higher trims (Limited, Nightshade, TRD Pro) with remote start via key fob; base SR5/TRD Off-Road trims rely more on traditional key entry with power locks. No phone-as-key digital key feature is offered.

A rearview camera is standard across trims; rear parking sensors are available on upper trims (Limited, Nightshade); TRD Off-Road Premium/TRD Pro get a multi-terrain monitor with additional cameras for off-road visibility, but there's no true 360-degree surround view for parking.

No head-up display is offered on any 2021 4Runner trim.

Wide door openings and a high step-in ease loading kids and gear, and the second row has two full LATCH lower-anchor sets plus a top tether, but the optional third row (SR5 Premium/Limited only) is tight, kid-only jump seats with limited rear-seat access — this is a compromised family layout, not a benchmark one.

Toyota Safety Sense-P (adaptive cruise, forward-collision warning with pedestrian detection, automatic emergency braking, lane-departure warning, automatic high beams) is standard across every 2021 trim including the base SR5, which is a genuine plus at family price points — but IIHS crash results are mixed, with a Marginal small-overlap front (driver side) rating that undercuts the safety proposition.

Second-row comfort and ride quality are fine for medium trips per owner feedback, but cargo space collapses to just 9 cu ft with the optional third row in use, rear amenities are dated (no rear entertainment, basic vents/no rear climate controls on lower trims), and the cabin design is showing its age for multi-hour family duty.

Owners describe the ride as comfortable and 'not abusive' for a body-on-frame SUV, but the dated 5-speed automatic, truck-like low-speed manners, and higher driving effort versus car-based crossovers keep this from being a relaxed daily driver.

EPA-rated 16/19/17 mpg city/highway/combined is well below the mid-size SUV norm, meaning materially higher per-mile fuel costs than most commuter-oriented rivals in this class.

A mid-size footprint and 18.7-ft turning radius put it a step behind tighter compact SUVs, but a backup camera is standard and the size stays manageable in most lots and garages with some care.

5,000-lb tow rating with an integrated hitch/wiring harness standard and roughly 1,600-1,700-lb payload give it real trailer-towing usefulness (boats, small campers, ATVs), though it trails dedicated trucks and can't match true work-truck cargo/payload headroom.

The body-on-frame chassis, proven naturally-aspirated 4.0L V6, and 5-speed automatic carry the 4Runner's long-standing reputation for withstanding hard, sustained use, backed by top-tier reliability ratings for the model year.

No pickup bed limits true jobsite hauling, but a standard roof rack (TRD trims), factory sliding rear cargo deck option, tie-down points, and one of the largest aftermarket overlanding/upfit ecosystems in the segment give it above-average work-adjacent versatility.

Toyota Safety Sense-P's standard adaptive cruise and lane-departure warning ease highway fatigue, and owners rate the ride as comfortable, but the thirsty 19-mpg highway rating shortens the practical range between fuel stops versus segment mile-eaters.

TRD Off-Road and TRD Pro trims bring a locking rear differential, Multi-Terrain Select, Crawl Control (and KDSS on Off-Road Premium/Pro), plus up to roughly 9.6 in of ground clearance on the Pro — this is a genuine, benchmark off-pavement package rather than badge-only ruggedness.

Up to 88.8 cu ft of cargo volume with both rear rows folded, a factory roof rack, standard tow hitch, and an available sliding cargo deck make this a strong gear-hauler for camping and outdoor equipment.

Body-on-frame chassis with truck-derived suspension produces considerable body lean and a ponderous feel through corners; even TRD Off-Road's KDSS sway-bar disconnect system is tuned for articulation, not on-road composure.

Steering is slow to respond and light around town but wanders at highway speed, requiring frequent small corrections — a consistent complaint across 2021-generation reviews.

Brakes stop the truck adequately but the pedal is hard to modulate smoothly in traffic, and hard stops produce noticeable nosedive — adequate but unremarkable per the scoring band.

The 4.0L V6/5-speed automatic pairing (unchanged for over a decade in 2021) shifts mostly smoothly but is occasionally hesitant to downshift and can lurch when shifting into gear from a stop.

The 270-hp 4.0L V6 has an audible growl that's inoffensive at normal speeds but becomes noticeably louder under hard acceleration or at higher speeds.

Manufacturer-published curb-to-curb turning circle for the 2021 4Runner 4WD volume trim.

A highly adjustable driving position gives a commanding view of the road, front seats are wide and well-cushioned, and the squared-off greenhouse yields surprisingly good visibility to the sides and rear.

On pavement the 4Runner is unremarkable and not particularly engaging, though its commanding driving position and rugged, dependable character give it a loyal following — a mixed picture that nets out as pleasant-but-forgettable on-road.

At a ~$36.9k base SR5 price, standard content is only adequate: Toyota Safety Sense P, an 8-inch touchscreen with standard Apple CarPlay/Android Auto and Amazon Alexa, and cloth seats — but the aged 5th-gen cabin still lacks the larger displays, digital gauge cluster, and broader driver-assist suite that many similarly priced 2021 crossovers already bundled in.

Raw content-for-price is mediocre — buyers pay premium money for an 11-year-old platform, a 5-speed automatic, and ~17 mpg combined — but class-leading resale value claws back much of that gap, so real cost-of-ownership value lands well above what the window sticker alone suggests.

The 2021 lineup spans SR5, SR5 Premium, the new-for-2021 Trail Special Edition, TRD Off-Road, TRD Off-Road Premium, the new-for-2021 Venture Special Edition, Limited, and TRD Pro — eight variants from mainstream to hardcore off-road, with RWD standard on non-TRD trims and 4WD on TRD models, plus an optional third row on most trims.

2021 was an all-time record sales year for the 4Runner nameplate in the US, with demand from its devoted, self-renewing buyer base overwhelming constrained production — an exceptional showing for a body-on-frame SUV design over a decade into its generation.

The 4Runner carries a genuine cult following built on off-road credibility and a bulletproof reliability reputation, amplified by Toyota's overall brand strength; it remains one of the most aspirational and loyalty-generating nameplates in the mainstream SUV space.

Scored on buyer benefit: 2021 was the start of the pandemic-era chip shortage layered onto already-strong demand, so the 4Runner routinely sold at or above MSRP with negligible factory incentives and frequent dealer market-adjustment markups — great for resale value, but essentially no upfront discount for buyers.

The fifth generation launched for model year 2010, making the 2021 4Runner roughly 11 years into its life cycle on a dated platform (5-speed automatic, older infotainment architecture), with the 2021 model year's only notable changes being two trim-level special editions and no mechanical or platform update.

Reviews were sharply split: critics praised genuine off-road ability, reliability, and strong resale but repeatedly panned the unsettled on-road ride, cheap and dated interior, poor fuel economy, and old 5-speed drivetrain, and it rarely won on-road comparison tests against newer rivals.