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2010 Toyota 4Runner RUbicon Trail First Drive - Four Wheeler Exclusive: 4 Running The Rubicon
We Tag Along On A Toyota Durability Test
When Toyota offered to let us tag along on a 2010 4Runner durability test on the Rubicon Trail, we immediately accepted the invitation. Not only were we anxious to see the new, fifth-generation 4Runner, we wanted to see how it handled the granddaddy of all trails.So that's how we found ourselves standing next to a pair of camouflaged, prototype 2010 4Runners at the Loon Lake entrance to the Rubicon Trail. This was no high-falutin', luxo-trip. Each rig was stuffed with camping gear, and the plan was to travel the Rubicon from west to east over the course of three days. In addition to the two 4Runners, our group of vehicles included a well-traveled stock FJ Cruiser and our trail guide's classic '77 FJ-40. (All Toyota, all the time.) In addition to our bubbly personality, Toyota had 10 souls on our run. The vast majority of the folks were technicians, but there was also an engineer and a manager. Our group also consisted of a product planning administrator, a product communications specialist, and even the 4Runner Chief Engineer Akio Nishimura, who traveled from Japan to be a part of the test. Loon Lake was our starting... Loon Lake was our starting point, and it was where we aired down the mud-terrain tires. Of the two 4Runners on our trip, the rig in the foreground most resembled what the production 4Runner Trail will look like (camouflage not included). The heavily camouflaged rig looked like a Transformer that had become stuck halfway through its transformation, with bugged-out taillights and recessed headlamps. It was lovable nonetheless. Now before we go any further, we have to set this up by giving you some basic information on the 2010 4Runner. Off-highway fans will be pleased to know that for 2010, the approach angle has been improved to 33 degrees from the 2009 4Runner's 30 degrees, the departure angle has improved to 26 degrees from 24 degrees (both measurements include the trailer hitch), and ground clearance improves to 9.6 inches from 9.1 inches. Two engines are available: a 2.7L I-4 and a 4.0L V-6. The 4.7L V-8 engine has been discontinued in the 4Runner, but the V-6 makes 10 more horsepower and gains an EPA estimated three mpg in the city and five mpg on the highway as compared to the V-8. But that's not all. Thanks to friction-reducing technology, the V-6 in the 4Runner makes an impressive 34 more horsepower and 12 lb-ft of torque than last year's V-6, even though it's exactly the same displacement. The four-cylinder model gets a four-speed ECT automatic transmission, while the six-cylinder engine is bolted to a five-speed ECT automatic. When equipped with four-wheel drive, the 4Runner is equipped with a two-speed manual-shift transfer case that contains a 2.566:1 low range. We had only been on a trail... We had only been on a trail a few minutes when the Rubicon scored its first points at "Gatekeeper." The rear tires of this 'Runner lost traction on a dirt-covered boulder, allowing the SUV to slide into a rock that was taller than the rocker protection, resulting in a crunched passenger door. Even with the damage, the door remained functional. By mid-afternoon on the first... By mid-afternoon on the first day, we arrived at "Walker Rock." The new 4Runner is slightly wider and taller than its predecessor, but we completed the obstacle without damage.  With the camouflaging removed,...  With the camouflaging removed, we got behind the wheel of the 4Runner at the "Granite Bowl" area. Here, we experienced the wonders of Crawl Control (see sidebar). It is amazingly smooth in operation and much smoother over rough terrain than we could ever be. After all, it's unaffected by bumps the way the human foot is when positioned on the brake or accelerator. |  You can't see him, but Chief...  You can't see him, but Chief Engineer Akio Nishimura was in the driver seat in this photo. He drove the rigs harder then anyone in an effort to expose weak points. Item of note: The 4Runner pictured here is a test mule that has seen over 800 miles of hard off-highway use. We're told that plans call for it to be sent to Japan, where it will be disassembled and analyzed. |  The Toyota team knew that...  The Toyota team knew that this mud hole hid some really big rocks, and the team knew that the 4Runners were going to get hung up, but that didn't stop them from taking the main line through the hole at speed. They apparently considered it a worthy test of the 4Runner's skidplating and crossmember construction. |
Even here, on this Big Sluice... Even here, on this Big Sluice obstacle, the 4Runners' traction control systems were being tested. Any wheel slippage on the dirt and loose rocks could've planted the 4Runners into the tree or boulder.
One of the most interesting features on the 4Runner Trail is the standard Crawl Control system, which debuted on the fullsize Land Cruiser for 2008. We could blab for pages about Crawl Control (which is controlled by the rotary switch on the left in this photo, shown here in prototype phase), but here's the condensed version. This system, which took over two years to develop, allows the vehicle to hold a target speed, both descending and ascending, with no intervention from the driver while utilizing traction control. In other words, you simply activate the system and select a speed using the rotary switch, ignore the brake and accelerator pedals, and steer. It does the rest, using a variety of sensors to keep the vehicle at one of five selected speeds (up to 3.1 mph). We heard someone at Toyota call it "cruise control for the rocks," and that's a great description. It didn't take long for us to become amazed by this new Toyota-exclusive feature. The only thing Crawl Control doesn't know how to do is predict when a "bump" is needed to climb an obstacle, but the system is designed to allow manual inputs of the throttle to compensate. In this photo, you can see how Toyota grouped the Crawl Control switch with the most commonly used off-highway controls in the overhead console. It includes the switchgear for the A-TRAC, rear differential locker, Vehicle Stability Control, and the new Multi-terrain System.Bottom Line
If you want to run the Rubicon, you can expect damage. It's a given and we all know it. Heck, we saw a number of broken rigs on this trip, and we've damaged our modified project rigs and personal vehicles on the Rubicon. Interestingly, the stock 4Runners fared very well. At no time did they suffer driveline damage or systems failure. Body damage was very light. We inspected the rigs and found what we expected: toasted mud flaps, wrinkled skidplates, and dented mufflers. This was all predictable, especially considering these rigs were stock height. Yep, we were impressed by the new 4Runner Trail. This obstacle was one of the...  This obstacle was one of the first we encountered after eating lunch next to Buck Island Lake. The front side of this hill was curvy and filled with sharp rocks, and it wasn't really crawlable. Chief Engineer Nishimura wasn't shy about using the throttle, and it was a good test of the 4Runner's axleshaft and CV joint durability. |  The second day began with...  The second day began with an off-camber crawl that allowed the Toyota team yet another opportunity to gather valuable data. This time it included a test of the stiffness of the 4Runner's body structure. It's worth noting that the 4Runners were squeak- and rattle-free throughout the trip. Also notable is the fact that there are ample grab handles located in the interior of the rig. |  On the last day, Cadillac...  On the last day, Cadillac Hill stood between a successful test and us. Aided by a light rain, it eerily did everything in its power to stop us. It even gave one of the 4Runners a dent on the passenger-side sheetmetal to match the one it put on the driver-side at the beginning of the trail. Cadillac Hill was like a final exam, and it tested almost every component of the rigs. Still, the 4Runners made it through, and soon after we were cruising the paved streets of Tahoma. |
Specs
Vehicle/model: 2010 Toyota 4Runner Trail
Base price: N/A
Engine: 4.0L V-6
Max hp & torque (lb-ft): 270/278
Transmission(s): 5-speed ECT automatic
Transfer case(s): 2-speed
Low-range ratio: 2.566:1
Frame type: Ladder
Suspension, f/r: Independent double-wishbone with stabilizer bar/4-link rigid-type with coil springs
Max crawl ratio: 33.7:1
Steering: Power-assisted and variable gear rack-and-pinion
Brakes, f/r (in): 13.3, vented/12.28, vented
Wheels (tested): 17x7.5 alloy
Tires (tested): P265/70R17
Wheelbase (in): 109.8
Length (in): 189.2
Height (in): 71.5
Base curb weight (lb): 4,750
Max approach/departure angles (deg): 33/26
Minimum ground clearance (in): 9.6
GVWR (lb): 6,300
Max cargo volume (cu. ft.): 89.7
Max towing capacity (lb): 5,000
EPA mileage figures, city/hwy (mpg): 17/22
Fuel capacity (gal): 24.0
More Info On The 2010 4Runner To Come
We're scheduled to have the new 4Runner in our 2010 Four Wheeler of the Year test, so we'll have lots more info on it and its features like Crawl Control and the Multi-terrain System in an upcoming issue of Four Wheeler.
Land Rover LR3 Research
Read the latest reviews of the new LR3, including multi-vehicle comparisons, long-term tests, first rides or detailed new-car road tests. The 2009 LR3 is available with the following engine option: V8, and comes standard with a standard Automatic transmission, and 4WD drivetrain. You also might want to research the Jeep Commander and the GMC Yukon.
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