2026 Toyota 4Runner TRD Pro First Test: Proof That Toyota Knows How to Off-Road

It won’t win on the track, but the TRD Pro 4Runner shows what an off-roading SUV can be.

Pros

• Looks badass
• Extra electric punch
• Rules the dirt

Cons

• Lots of body movement on the road
• Not very efficient for a hybrid
• Expensive

The high-capability off-road SUV space that the 2026 Toyota 4Runner TRD Pro competes in isn’t quite as populated as the similar niche for pickups. But that doesn’t mean an automaker can slouch in this category. Good thing Toyota has excelled in the dirt for so long, then, as it launches a new generation of 4Runner. The latest Tacoma TRD Pro is excellent—as is the new 4Runner Trailhunter—and we recently tested the new 4Runner TRD Pro to see how it stacks up.

In terms of general specifications, the TRD Pro and Trailhunter are nearly identical. They both use the same 2.4-liter turbocharged i-Force Max I-4 hybrid powertrain. They both also share the same approach, departure, and breakover angles; the same ground clearance figures; and even the same wheels and tires. Even the weight difference is minor—the TRD Pro is just 45 pounds lighter—and due mostly to Trailhunter equipment like the onboard compressor and snorkel.

Speed-Tuned vs. Crawling Suspension

Where these two diverge is in their mission. The Trailhunter is meant to be a rough-and-tumble overlanding solution, and it’s intended to operate at a relaxed pace. The TRD Pro, on the other hand, is a desert runner, gobbling up sandy, dirty miles at speed. Both utilize a front stabilizer disconnect mechanism and 2.5-inch-diameter dampers (with remote reservoirs on the rear), but the TRD Pro swaps the ’Hunter’s Old Man Emu units for a set of Fox Racing QS3s with an internal bypass system.

This gives the TRD Pro’s setup positional damping changes via twin-tube bodies with shimmed bypass bleed ports on the inner sleeve and unshimmed ports for the lower portion. When the shock piston reaches the shimmed ports, the hydraulic oil is allowed to bypass the piston and alters the damping to a much softer compression rate. The fluid also flows back into the inner body via the lower open ports. When the piston is past the shimmed ports, a stiffer damping rate phase occurs as fluid must pass through the piston and its shim stack as usual. During rebound (or droop), the open ports allow the oil to pass freely until further travel sends the oil through the piston and its shim stack, stiffening rebound damping until the bump stops.

While this makes for an awesome ride at speed out in the desert, it doesn’t deliver better performance on pavement. There’s a lot of body motions—fore and aft and side to side—even with the QS3 low-speed compression adjuster set to its stiffest setting. That’s the trade-off you make to have a plush ride while driving fast in the dirt.

The Hybrid Is a Difference Maker

In terms of getting up to speed, our test SUV hit 60 mph from a dead stop in 7.1 seconds and passed the quarter mile in 15.4 seconds at 88.3 mph. Those are improvements of 0.3 second to 60 and 0.4 second in the quarter mile versus the Trailhunter. As far as the modern 4Runner goes, these models qualify as hyperspeedy, thanks to their 326-hp, 465-lb-ft hybrid powertrain. We also tested a 4Runner Limited with the nonhybrid four-cylinder, and despite being 414 pounds lighter, that one was 0.8 second slower to 60 and 0.6 second slower through the quarter mile.

In terms of fuel economy, the 2026 4Runner TRD Pro hybrid is rated for 23/24/23 mpg city/highway/combined. The best vehicle to compare that to is the (basically now dead) Jeep Wrangler 4xe, which only gets 20 mpg combined (if you never plug it in) but does come with the advantage of 21 miles or so of all-electric driving when you do, which the Toyota does not deliver. That said, the Jeep’s total range is something like 370 miles while the 4Runner, with its larger gas tank, can cover 437.

It's Not the Most Expensive

In terms of cost, the 2026 Toyota 4Runner TRD Pro is cheaper than both the aforementioned 4xe and the badass Ford Bronco Raptor, another competitor in this hardcore off-road segment. The Toyota starts at $69,695, that’s less than the Rubicon 4xe cost before it was cancelled, and it’s way less than a Bronco Raptor. Our test Toyota rang in at $74,868, thanks to options like the onboard air compressor, ARB roof rack, cargo lights, and rear diff steel skidplate. Other than the rear skidplate, the rest you can probably do without.

While there’s truly no going wrong in this niche of the market, it’s likely the Toyota may be the choice by default if you want a hybrid, given that the 4xe is fast disappearing from dealer inventories. And Bronco Raptors aren’t exactly thick on the ground, either. But if the 4Runner is where you do end up, you’ll have a capable rig ready to take you nearly anywhere on earth right from the factory floor.