2007 Toyota 4Runner Reviews and Ratings

Utility 4D Sport 4WD

Consumer Reviews

Own this vehicle? How would you rate it?

My Rating

Braking
Fuel Economy
Interior Comfort
Acceleration
Dependability
Handling
Ride Quality
Overall Rating

My Review

Type your review and click the Submit button
0 of 600 character limit


Customer Review


Be the first to review this 2007 Toyota 4Runner.


Expert Reviews ( 1 )

2007 Toyota 4Runner
New Car Test Drive

Introduction
Bucking the trend for mid-size SUVs, the 2007 Toyota 4Runner is no car-based crossover station wagon. It's a traditional sport utility built on a rugged ladder frame with a solid rear axle. It's a truck. While some consider this design dated when compared to the latest SUVs or CUVs, which use unit-body construction and independent rear suspensions, the 4Runner's more traditional design gives it an advantage in long-term durability and on truly rugged terrain.

Yet the 4Runner is no rough-rider. It's quite comfortable around town and on the highway, with a nice ride quality, almost luxurious. An optional linked shock-absorber system called X-REAS further improves handling in sweeping, high-speed turns. Active safety features including ABS, EBD, Brake Assist, traction control, and electronic stability control are all standard.

The 2007 Toyota 4Runner carries over with no changes from 2006.

Though the basic design may be traditional (relatively), the 4Runner features the latest in off-road electronic technology, including Hill Start Assist and Downhill Assist Control. You can't truly appreciate the 4Runner until you drive over rugged terrain. This is a truly amazing vehicle in the muck. Having the 4Runner walk you down a steep, muddy incline with both feet off the pedals, the system selectively applying the brakes to individual wheels as needed, is an impressive display of technology and engineering. And it's just as impressive going uphill, maximum any available traction. Both full- and part-time four-wheel drive is available, but even the full-time system comes with a locking function for when the going gets sloppy. Add that technology to its highly capable suspension, and the 4Runner will go just about anywhere.

Whether you choose the standard V6 or the V8, the 4Runner offers responsive performance. The V8 boosts the 4Runner's tow rating to 7,300 pounds and we recommend it for drivers who tow. Those who don't tow or only tow light trailers, such as an ATV, should be more than happy with the V6, which delivers excellent performance. Both engines benefit from a sophisticated variable-valve setup and drive-by-wire throttle, delivering strong, responsive acceleration out on the highway. Both engines also benefit from a five-speed automatic transmission.

The 4Runner is noted for its quality construction, durability and reliability. Look up QDR in the automotive dictionary and you might see a picture of a Toyota 4Runner.

Inside, the 4Runner is roomy and comfortable. An optional third-row seat expands the passenger capacity to seven, but the seat can be folded or removed to gain additional cargo space. The optional voice-activated GPS navigation system includes a rear-mounted video camera that lets the driver back to within an inch of the vehicle behind when parallel parking and can help the driver spot a small child before backing up. Bluetooth technology is available as an option as is a factory-installed rear-seat DVD entertainment system.

If your weekend involves driving over rugged, punishing terrain yet you want a vehicle that won't punish you in everyday use, the 4Runner is an excellent choice. It's also a good alternative for owners who tow but don't want a full-size SUV. Model Lineup
The 2007 Toyota 4Runner comes in three trim levels: SR5, Sport Edition, and Limited. Each is available with the V6 or V8, with two-wheel drive (2WD) or four-wheel drive (4WD). A Class III receiver hitch with a seven-pin connector is standard on V8 models and optional on V6s; it mounts directly to the rear frame crossmember.

The SR5 V6 2WD ($27,635) and 4WD ($29,910) come standard with cloth upholstery, automatic climate control; cruise control; power door locks and windows; six-speaker AM/FM/casette/CD/MP3 stereo; remote keyless entry; skid plates to protect the underbody; integrated fog lamps; and 16-inch alloy wheels. The SR5 V8 2WD ($29,650) and 4WD V8 ($31,925) models are similarly equipped and get power adjustable front seats.

The Sport Edition V6 2WD ($29,975) and 4WD ($32,250) are upgraded with unique cloth upholstery, a leather-wrapped tilt-telescope steering wheel with integrated audio and cruise controls, a leather-wrapped shift knob, power heated outside mirrors, X-REAS Sport Enhancement Suspension, bigger brake rotors, and 17-inch alloy wheels. The Sport Edition V8 2WD ($31,355) and 4WD $33,630) are similarly equipped.

The Limited V6 2WD ($34,350) and 4WD ($36,625) are upgraded with leather upholstery, dual-zone automatic climate control, heated front seats with memory functions, black wood-grain interior trim, premium stereo with 6CD changer, HomeLink universal garage door opener, auto-dimming inside mirror, engine immobilizer, automatic headlamps, a cargo-handling system, and 18-inch aluminum wheels. Limited V8 2WD ($36,110) and 4WD ($38,385) list the same standard equipment. Limited models ride on the standard suspension, but V8 4WD models can be ordered with a rear auto-leveling air suspension ($950) combined with the X-REAS suspension ($450).

A third-row seat is available on SR5 and Limited models in a limited number of package combinations.

Options available for all models include GPS navigation with a rearview video camera ($2,840), power moonroof ($900), and a rear-seat DVD player ($1,580) with wireless headphones. Some Limited-level luxuries are offered as stand-alone options for SR5 and Sport Edition.

Safety features that come standard on all models include Vehicle Stability Control (VSC), traction control, anti-lock brakes (ABS), Electronic Brake-force Distribution (EBD) and Brake Assist. All models come with Hill-start Assist Control (HAC), while 4WD units add Downhill Assist Control (DAC).

Passive safety features include dual-stage front airbags and three-point seat belts at all positions, with pretensioners and force limiters to reduce the chance of belt-related injuries. Seat belts are your first line of defense in a crash so be sure to wear them. Front side-impact airbags and curtain-style head protection airbags for front and rear passengers are optional ($680) on all 4Runners and are equipped with a rollover-sensing system and a cutoff switch. All models come with a tire pressure monitor. Walkaround
The current generation Toyota 4Runner is big and burly. Launched for the 2003 model year, today's 4Runner looks small only in relation to the Toyota Sequoia.

More than ever, given styling changes for 2006 that included a more massive front bumper, more prominent overfenders and body cladding, the 4Runner looks off-road rugged and ready to hit the dusty trail.

Backing up that contention are skid plates for the engine, transfer case and fuel tank, which come standard on 4WD models. (Even 2WD models get the engine and fuel tank skid plates.) A molded-in step adds a functional look to the broad rear bumper.

Visual cues distinguish the three trim levels. Bumpers are body-color on all three models. On the SR5, however, the grille, door handles, and license-plate trim are chrome, and running boards are painted black. The Sport is distinguished by its hood scoop and a smoked-chrome effect for the grille and headlamp trim, and by a graphite-and-black roof rack. Tubular side steps replace the SR5's running boards. The Limited has a body-color grille, black roof rack and black running boards, which are illuminated. The standard aluminum-alloy wheels have six spokes on SR5 and Sport Edition; five on Limited, and they grow from 16 inches to 17 to 18 as you move up the line.

4Runner's windshield, side windows, and side mirrors are made of hydrophilic glass and repel water like a waxed car or a window that has been treated with Rain-X. The glass causes water to form large drops, which are quickly shed by gravity or wind. The side mirrors are angled out to increase the driver's field of view. The available moonroof includes a two-stage wind deflector designed to reduce wind noise when traveling above 55 mph.

The high floor and low roof are side effects of a practical SUV design to pull the ground clearance up as high as possible while keeping the overall profile low for stability and clearance. Interior
The Toyota 4Runner cabin is a good place to be in rugged terrain and nasty weather. For starters, it's roomy and comfortable, and it's highly functional. The quality of materials and they way they fit together is good, and loaded models are quite luxurious. Overall, the cabin looks traditional SUV.

The standard cloth is nice, and the cloth seats in the SR5 and Sport Edition are comfortable, with side bolsters to keep the driver in place when cornering or driving off road. All seats offer adjustable headrests and the driver's seat adjusts eight ways, manually on the SR5 V6 and powered on all others. The driver and front passenger sit up high, as one expects in an SUV, yet flatter to the floor, as in some low cars like a Ford Mustang. The driver's legs stretch out, rather than down, toward the pedals. It's a feeling we've noticed in some Jeeps, going back quite some years.

A two-tone dashboard houses the instruments. Gauges illuminate orange, set in three deep binnacles that prevent the front-seat passenger from reading them. The fuel gauge uses an inclinometer for accurate readouts when the 4Runner is tilted in the rough.

Automatic climate control is standard on all models, while the Limited comes with his-and-hers dual-zone temperature controls. The fan, airflow and temperature controls, are big and easy to locate; they are long on design and a little awkward at first, but become easy to use with familiarity.

The stereo buttons are easy operate. The Auto down button for the power windows is illuminated but the central lock button is not and can be difficult and awkward to find in the dark, leaving impatient, would-be passengers tapping on your window as you fumble around for the switch, a frequent annoyance. A display located just above the climate controls reveals time, ambient temperature, and trip data. A 115-volt AC power outlet is available, a real bonus in the backcountry.

An unusual feature is a pair of small convex mirrors at the rear corners of the interior, designed to help the driver see approaching vehicles when backing out of a parking space. The mirrors work on the same principal as those big convex mirrors mounted at the corners of large parking garages. In the 4Runner, they help the driver detect motion in a busy parking lot. Using them effectively, however, takes some practice, as it's hard to distinguish details. We're guessing most people won't use them and may not even notice they're there.

The rearview video camera works incredibly well. A video camera hidden in the rear bumper projects the image onto the seven-inch navigation screen on the center dash whenever the 4Runner is in reverse. The pictures are sharp, even in complete darkness (with the backup lights on), and cover the area directly behind and a couple of feet on either side of the car. The extreme fish-eye view of the lens makes distances difficult to judge, but skilled drivers quickly learn how to use it to their advantage. When parallel parking the camera allows the driver to back up to within an inch of the car behind. The camera adds safety by giving the driver an opportunity to see what's immediately behind the 4Runner, whether it's a short metal pole or a child on a tricycle or someone pushing a grocery cart.

The navigation system is among the best, intuitive and relatively easy to use. It features a touch-screen monitor, voice guidance and Bluetooth capability. Map data for the contiguous United States and major cities in Canada is stored on one DVD. The integrated Bluetooth feature provides a hands-free communication system using a cellular phone. The system is integrated into an eight-speaker JBL AM/FM/CD stereo, which is automatically muted when a call is received. The stereo speakers then act as the phone receiver and transmitter.

The ultimate stereo system is a 360-watt JBL Synthesis setup with 10 speakers and controls integrated into the steering wheel. It is standard on the Limited and available on other models. Standard on SR5 and Sport models is a six-speaker AM/FM/cassette/CD stereo with MP3 and WMA capability. A universal mini-jack port connects to most portable music players, such as the Apple iPod. The optional rear-seat DVD entertainment system with a nine-inch screen and wireless headphones is available on all three trim levels.

Getting into the back seats is a little more challenging than in a sedan. The rear doors provide a relatively narrow opening, and you have to duck your head to get in and out. Once in, however, the second-row bench seat is roomy for two. The seat is raised slightly in the center position, so the middle passenger sits on this uncomfortable hump. Better to fold down the wide center armrest and enjoy its two cup holders and its tray for French fries or whatever. An unusual feature, but perhaps a good idea, is a small trash bag holder for rear passengers. The rear ventilation ducts that bring comfort in the form of warm or cool air are more easily appreciated.

The optional third-row seat adds an element of flexibility. It's actually two separate seats that fold up to the sides of the cargo compartment, parallel to the rear side windows. These seats are easy to stow, and access from the curbside rear door, via a spring-loaded sliding mechanism on the second seat, isn't too difficult. But even large children, like a healthy 11-year-old, will sit in these rear seats with knees pressed up toward the chest and hair brushing the headliner. A downside of the third-row seats is that they take up cargo space, even when folded. Fortunately, it's not too difficult to remove them for maximum cargo volume. But drivers who need to seat seven on a regular basis would be better off with a Sequoia, Sienna, or Highlander.

Cargo space is designed well. The second-row seats can be folded down with the headrests in place, though we sometimes found it easier to pull them off before flipping the seat bottoms up and the seatbacks down. The seat folds nearly flat, flatter than a Ford Explorer's, and the seatbacks are reinforced to support heavy loads. The cargo area includes structurally attached steel tie-down hooks in the floor, with additional hooks on the sides. A clever double-decker rear storage shelf helps organize cargo in two levels. Using just one hand, the collapsible shelf can be folded flat or lifted up easily. When deployed, it's rated a sturdy 66 pounds. A large storage box is provided on the right side of the cargo compartment. Storage bins are provided in all four doors, and every seat gets a cup holder. However, one problem we've noticed with the 4Runner is the tendency of groceries or other loose items to roll around underway, eventually ending up against the rear hatch; then when you raise the hatch, the rearward-sloping lip of the cargo floor helps it your items roll out and hit the pavement to the distinct detriment of glass bottles, eggs and melons. Also, the load height of the cargo floor is relatively high, making for a tall jump up or down for a dog and more work when loading something heavy.

The rear hatch comes standard with a power rear window that can be operated from the key fob. If it senses a small hand in the way, the window reverses directions and opens. (Don't try this at home.) The hatch itself also has a power opener, which is great when running up with an armload in nasty weather. An electric power-close function sucks the hatch shut and ensures secure sealing without slamming.

An overriding impression when we climbed out of the 4Runner was its quietude. Rugged it may be, but the lack of road, driveline or ambient noise in the cabin is impressive, given its off-road capability. Wind noise is all you'll hear if you turn the stereo off. Driving Impressions
The Toyota 4Runner is available with a V8, but we find the standard 4.0-liter V6 engine impressively responsive. It never leaves us feeling short changed. The V6 features variable valve timing, an electronically controlled throttle, and lightweight all-aluminum construction. It's rated at 236 horsepower, but more noticeable is its 266 pound-feet of torque. Torque is that force you feel when you accelerate from an intersection or power up a steep hill. Torque is crucial when driving over rugged terrain, when the engine is running at low rpm yet under a heavy load because you're geared way down and lugging up a steep slope. A 4WD V6 4Runner gets an EPA-rated 17/21 mpg City/Highway, while the 2WD V6 is rated 18/21 mpg. Premium fuel is recommended for optimum performance, though it'll run just fine on Regular. The V6 is the engine we for anyone who doesn't plan to do a lot of towing.

The 4.7-liter V8 is smooth and tractable and never struggles when thrust is needed. The V8 features variable valve timing with intelligence (VVT-i) and electronic throttle control with intelligence (ETCS-i), turning it into a real performer. It's rated 260 horsepower and 306 pound-feet of torque, and adds about 190 pounds to the overall weight. Again, the torque figure is the key number here. In the case of the V8, torque is important for pulling a trailer. The V8 is EPA-rated at 16/20 mpg with 2WD, 15/19 with 4WD. Toyota recommends premium fuel. Again, when you see that word, recommends, it generally means you'll get more power and better fuel economy with the higher octane gas but it'll run without a whimper on Regular.

Both engines feature a cranking system that keeps the starter engaged until complete combustion is achieved, freeing the driver from holding the key until the engine turns over. This is a nice feature, and one usually associated with expensive luxury sedans.

Both engines come with a sophisticated five-speed automatic transmission. More gears means better response for any given situation along with better efficiency and this five-speed is more flexible than four-speed transmissions and better able to keep the engine running in its optimum rpm range, whether you're after power or fuel economy at any particular moment. The transmission is equipped with Artificial Intelligence Shift control, which changes gear-shifting patterns according to driving conditions and driver intent. It works well and seems to understand when you want to cruise and when you want to get with the program, and it shifts smoothly around town.

The 4Runner handles very well for a truck with a live rear axle. We drove V6-powered models over twisting back roads along the Oregon coast and found them easy to drive at a quick clip. We've also spent a lot of time in V8 versions around Los Angeles.

The suspension damping is excellent. When the road got bumpy, we could tell our truck had a solid rear axle rather than an independent rear suspension, but the 4Runner still handles more confidently than other live-axle SUVs. Rack-and-pinion steering gives the 4Runner quick response and good steering feel.

Still, the 4Runner is a truck, not a car. Rather than using unit-body construction like the Toyota Highlander and RAV4, the 4Runner is built on a separate ladder frame that features full-length box-section frame rails. Toyota also steered away from using an independent rear suspension like the one on the ladder-frame Ford Explorer. An independent rear suspension would have offered a cushier ride around town and allowed for a roomier interior, but off-road capability was a high priority for the 4Runner and that its live rear axle provides more suspension travel. In other words, if your driving consists almost entirely of commuting to work, hauling kids around and running errands, you might be more comfortable in a Toyota Highlander.

The 4Runner starts making a lot of sense when pull off the pavement. The ride quality on unpaved roads is smooth and well-controlled, which is important on long gravel treks over washboard surfaces on the way to a remote fishing spot. Well-tuned damping and progressive-rate spring bumpers are to thank here.

Rugged terrain is where the 4Runner really comes into its own, however. Lots of suspension articulation helps it traverse gullies and clamber through rocky terrain. In short, this is a great SUV for outdoorsmen who need to drive through a boulder field packing a lot of gear.

A limited-slip differential comes standard, and it helps to improve traction on slippery surfaces, important even on 2WD models. We found the two-wheel-drive models impressively capable on rugged terrain; indeed, a 2WD 4Runner is more capable off road than many all-wheel-drive SUVs. For ultimate traction, however, you do need a four-wheel-drive model; and it seems to us that if you don't need four-wheel drive, then perhaps you should not be looking at 4Runners, though it is a good highway vehicle.

V6 4WD 4Runners are equipped with Toyota's Multi-Mode shift-on-the-fly system, which incorporates both a two-speed transfer case and a Torsen-type limited-slip center differential. The driver can shift between 2WD, 4WD High, and 4WD Low. The Torsen center differential allows the use of 4WD High in all types of driving conditions, and on all types of roads, whether dry or wet or covered with snow. The system gives the 4Runner a sure-footed feel because power is applied to all four wheels. But the center diff can also be locked for military-truck-grade traction in extreme slop.

V8 4WD 4Runners use the same Multi-Mode system above, but it's a full-time system that works transparently without any driver input. A Torsen center differential distributes the power, sending 40 percent of the torque to the front wheels, 60 percent to the rear under most conditions, but changes the ratio as needed based on steering input and wheel slip. As with the V6 version, when the going gets extreme, the driver can lock the center differential with a switch.

All 4WD 4Runners come with Toyota's Downhill Assist Control, which controls the speed when creeping down steep, slimy grades without the driver intervening at all. Shift into 4WD Low, check to make sure DAC is activated, pull to the edge of the nearest precipice, take your feet off the pedals, and steer your way slowly down the cliff. Once you make the leap of faith that comes with allowing the machinery to do the work for you, Downhill Assist works extremely well and is easy to manage. DAC helps keep the 4Runner pointed in the direction you steer it, using ABS to curb the tendency for the vehicle to get sideways on steep descents.

All 4Runners come with Hill-start Assist Control (HAC), which is designed to prevent the vehicle from rolling backward or slipping sideways when starting off on a steep ascent. The system uses the brakes to stop an individual wheel or several wheels at once from spinning, quickly transferring the power to whichever wheel or wheels have the best grip, whatever it takes to keep 4Runner running forward.

The optional rear air suspension, which automatically adjusts the ride height according to the vehicle load, offers improved ride and performance when towing or hauling heavy loads. Hook up your trailer and the system will immediately compensate for the added tongue weight, raising the rear end back up to the level where it was before you hitched the trailer. This feature is also useful in really rugged terrain; the driver can manually raise the rear suspension to improve the rear departure angle when traversing a gully.

X-REAS, which is standard on the Sport and optional on the Limited, improves handling dynamics on the road with no compromise in off-road articulation or travel. X-REAS reduces the tendency of the vehicle to bob up and down in corners and improves handling by damping body pitch and roll. We compared 4Runners with and without the system and it really works, improving stability when driving hard through a 50-mph sweeping turn.

Anti-lock brakes (ABS) with Brake Assist and electronic brake-force distribution (EBD) come standard on all 4Runners. The four-channel ABS prevents the wheels from locking under severe braking, improving driver control. The 4Runner's ABS uses an off-road algorithm to improve stopping performance in slippery conditions, a great feature. EBD automatically balances the braking force front-to-rear for shorter stopping distances. Brake Assist helps a driver who may not be pressing the brake pedal hard enough during an emergency stopping situation by maximizing braking power regardless of the force on the pedal. Overall, we've found the 4Runner's brakes worked well.

The 4Runner's fuel tank was specifically designed for off-road use. The tank is plastic, offering better protection against corrosion, rust-through and connection leaks. Yet the plastic tank is armored by a steel case for protection against debris kicked up by the tires, or against the rocks off-highway enthusiasts might encounter. Summary
The Toyota 4Runner is a highly capable trail vehicle. It will get you over the rocks and through the muck, but it won't make you regret its durable construction when you're cruising the Interstate. It's smooth and quiet on the road and there's plenty of room for family and friends. The V6 is our first choice for its power and efficiency combination, but the V8 delivers excellent response and is the better choice for towing. If you want serious recreational capability with quality, durability and reliability, the 4Runner is an excellent choice. On the other hand, if you rarely venture onto unimproved trails, then you'll find the Toyota Highlander and other car-based SUVs smoother and more comfortable.

Model as tested
Toyota 4Runner Limited 4WD V8 ($38,385)
Basic Warranty
3 years/36,000 miles
Assembled in
Japan
Destination charge
565
Gas guzzler tax
N/A
Base Price
27635
Price as tested
44785
Options as tested
Side and Curtain Airbags ($650) includes seat-mounted side-impact airbags for torso protection of driver and front passenger, side curtain airbags for head protection for first- and second-row outboard passengers w roll sensor and cutoff switch; third-row seat ($1,175); daytime running lights ($40); power tilt/slide moonroof w sunshade ($900); rear spoiler w CHMSL ($200); JBL AM/FM/CD w 8 speakers and navigation system w back-up camera ($2,420); X-REAS Sport suspension ($450)

Model Line Overview
Model lineup
Toyota 4Runner SR5 2WD V6 ($27,635); SR5 4WD V6 ($29,910); SR5 2WD V8 ($29,650); SR5 4WD V8 ($31,925); Sport Edition 2WD V6 ($29,975); Sport Edition 4WD V6 ($32,250); Sport Edition 2WD V8 ($31,355); Sport Edition 4WD V8 ($33,630); Limited 2WD V6 ($34,350); Limited 4WD V6 ($36,625); Limited 2WD V8 ($36,110); Limited 4WD V8 ($38,385)
Safety equipment (standard)
dual-stage front airbags, three-point seat belts with pretensioners and force limiters at all positions, anti-lock brakes (ABS) with electronic brake-force distribution (EBD) and brake assist (BA); Vehicle Skid Control; traction control; tire pressure monitor
Safety equipment (optional)
N/A
Engines
4.7-liter dohc 32-valve V8 w VVT-i
Transmissions
5-speed automatic

Specifications as Tested
dual-zone automatic climate control w rear ventilation and air filtration; leather-trimmed interior w 8-way heated power adjustable driver's seat w power lumbar, heated 4-way power adjustable front passenger's seat; leather-wrapped steering wheel w integrated cruise control and audio controls; anti-theft system; rear-seat audio w remote control and wireless headphone capability, HomeLink garage door opener, auto-dimming mirror w compass, black woodgrain interior trim, sliding sun visors w illuminated vanity mirrors, auto on/off headlamps, double-decker cargo system w cargo net, 115-volt AC power outlet, power door locks and windows with driver auto up/down, power rear window, remote keyless entry, electronic rear hatch locking system, tilt and telescoping steering wheel, cruise control, overhead console with map lights and sunglass holder, two 12-volt power outlets, cargo cover, 60/40 split folding rear seats, AM/FM/CD/MP3/cassette stereo, skid plates, integrated towing hitch

Engine & Transmission
Engine
4.7-liter dohc 32-valve V8 w VVT-i
Drivetrain type
four-wheel drive
Horsepower (hp @ rpm)
260 @ 5400
Transmission
EPA fuel economy, city/hwy
15/19
Torque (lb.-ft. @ rpm)
N/A

Suspension
Brakes, front/rear
ventilated disc/ventilated disc with ABS, EBD, Brake Assist
Suspension, front
independent, double wishbones, coil springs, anti-roll bar, X-REAS interconnected shock absorbers
Tires
P265/60R18 mud and snow
Suspension, rear
live axle, two lower trailing links, two upper anti-torque links, coil springs, anti-roll bar, X-REAS interconnected shock absorbers

Accomodations
Seating capacity
7
Head/hip/leg room, middle
39.1/55.4/34.6
Head/hip/leg room, front
39.7/55.3/41.8
Head/hip/leg room, rear
32.9/48.4/24.1

Measurements
Fuel capacity
N/A
Trunk volume
75.1
Wheelbase
109.8
Length/width/height
189.2/75.2/69.3
Turning circle
37.4
Payload
1450
Towing capacity
7000
Track, front/rear
62.0/62.0
Ground clearance
9.1
Curb weight
4555


Search car listings & find the right car for you
Click here for 2007 Toyota 4Runner Utility 4D Sport 4WD local listings

Vehicle History Report

Get answers to buy with confidence
  • Check for accidents
  • Confirm the reported mileage
  • Purchase multiple reports and save

Car Buying and Selling Resources