mmarshall

The key to pavement-use by any 4WD/AWD vehicle is the center differential. If it has a center diff, the answer is yes......as long as the center diff is open and you don't lock it.

This is because traditional, off-road 4WD, whether High or Low-range, lacking a center-diff, does not allow all 4 wheels to rotate at different speeds, as is required when cornering.....in a corner, the outside wheels, having farther to travel than the inside, naturally want to rotate a little faster. The center-diff allows the two outside wheels to rotate faster (and allows for front/rear differences as well) without scrubbing the tires/wheel bearings or binding up the drive shafts.

On purpose-designed off-road vehicles like the 4Runner that do have a center-diff, it can be locked and serve more or less the same function off road as traditional 4WD systems....but do not lock it on dry pavement.

This system was developed because many, if not most, SUV's today, spend most of their time on regular paved roads.....and need the extra traction only on snow or ice. A traditional off-road system is OK on dry pavement as long as all 4 wheels STAY ponted straight ahead, but, as indicated above, may bind up in corners. To corner, it HAS to allow for tire-slip. Problem is, after a winter road has been plowed, it can go (depending on how the sun hits it)from dry to wet to snowy to icy and back again......you may never know what is under your wheels at any given momemt. You could be on a slick spot one second and simply wet (or dry) the next. THAT's why the open-center differential was developed....to take care of all those problems and not have the driver worry about it.

pagemaster

This is from the official Toyota Canada press release:

All packages have are equipped with full-time, four-wheel-drive with a locking centre differential and employs a three-mode, centre console-mounted switch.

A three mode switch is 2wd, 4hi, 4lo....I believe the 4hi is full-time.

The G Man

The 3 mode can be 4wd high, 4wd low and neutral as well considering it stated that its a full time 4WD system.

GS69

2010 Toyota 4runner SR5 v6 4x4

Urban and suburban road warriors looking for off-road capabilities have many choices with which to get dirty. As its strong introductory sales have proven, the Toyota 4Runner is one of the more popular choices. This latest 4Runna’ is a capable, well-sized unit that manages to do everything from working as a mobile office to the hauler of a rash of rugrats. And it does double duty as a tailgate party base camp. Now that’s something we can get into.

Now into its fifth generation, the 4Runner is based on a platform that is shared with the FJ Cruiser, world-market Toyota Land Cruiser Prado and the Lexus GX 460.

What is it?
A five (or seven, should you check off the optional third row seat) passenger SUV, the 4Runner is capable of on-and-off roading with a traditional multi-mode transfer case. Built with body-on-frame construction, our test model was the base SR5 V6 equipped with the part-time four-wheel-drive kit.

Shortly before the 2010 4Runner officially arrived in showrooms, we sampled the limited production, off road-oriented 4Runner Trail tirm level and came away impressed. This time, we specified the volume model, the SR5 with an optional V6 engine and a transfer case sending power to all four wheels.

What’s it up against?
Virtually every player in this segment is able to do what most of the others can do: Namely, that’s the ability to haul people and their “stuff.”

But the rare bonus these days is doing what SUVs used to like to do – and that’s leave the pavement. If getting dirty is part of your modus operandi, compare the 4Runner to the Jeep Grand Cherokee, Nissan Pathfinder, Ford Explorer and Volkswagen Touareg. Granted, the Pathfinder’s future is in doubt, the next-generation Explorer will be car-based – so maybe potential shoppers should only stick to Jeep and VW showrooms!

Any breakthroughs?
Wider. Bolder. A more aggressive stance. Offering the best of the both worlds, the SR5 straddles the fence between the high-line Limited edition and the Trail model, which is the absolute beast of the bunch. Except this model a part-time slacker. It offers part-time four-wheel-drive, which in the grand scheme of things potentially could offer better fuel economy.

We can’t forget the niftiest feature you’ll never use: Party Mode. No, it doesn’t automatically make your dull commute into a fun fiesta, but it does send all of the audio system’s sound to the rear speakers for use when tailgating.

How does it look?
Looking like a high-tech version of a rolling fortress, the 4Runner features prominent flares and bulges that make one think of a guy spending too much time in the gym. Even the flares have flares. But we do like it. Equipped with 17-inch alloy wheels on our SR5 (the Limited rides on 20-inchers) for improved grip off-road, the 4Runner makes no bones about being a sissified crossover.

A tasteful amount of sparkle is added to various points around the exterior. The better to set it off from its competitors, we think. The rear hatch “spoiler” is a bit trying though, especially when considering this ride won’t be attempting any land speed records or trips down the dragstrip. A roof rack is standard.

Finally, extra care in exiting over the side panels would probably be in order on wet or snowy days. They do require a bit of a stepover on entry and egress.

And on the inside?
The SR5 package represents a base vehicle whose interior actually appeared anything but base. The only thing apparently lacking in the 4Runner’s accouterments was the optional navigation system. A perforated leather-wrapped steering wheel carries the fortress theme inside (we noted that our Trail tester should have had the dead cow wrapping instead of urethane), while carbon-look gauge faces lend to the SR5’s sporting pretences. Bluetooth audio and telephone controls were easily paired.

Leather seating in front offered good comfort on longish drives and the overall layout offered ample legroom in the backseat. If anything, we would have liked to see stronger side bolsters on the front seats to hold occupants in place during spirited driving. The leather did lend an upscale appearance and most likely would clean easier than fabric, especially after an off-road excursion.

Add all the airbags and the 4Runner appears to resemble that Australian guy who tied a bunch of balloons to his lawn chair. Talk about “up in the air.” All 4Runners include eight airbags and active head restraints.

The cargo area of our test vehicle featured an optional slide out tray in place of the third-row seating (also optional), that provided easier access for tailgate parties, job site meetings, or camping functions. That the cargo bay also featured an optional household 120-volt AC plug, in addition to the 12-volt DC powerport, was an added bonus. Maybe we should start tailgating more often!

But does it go?
With a revised version of the outgoing 4Runner’s 4.0-liter V6 engine that churns and burns to the tune of 270 horsepower, and 278 lb-ft. of twist, this latest model is more than adequately powered for plowing through sloppy roads, muddy trails and various grades of off-roading. The engine, which has 34 more horses than the 2009, uses Toyota’s Variable Valve Timing with Intelligence (VVTi) to increase power and decrease fuel consumption.

Power from the V6 is transferred to the (part-time) four-by-four system by Toyota’s five-speed automatic transmission, which performed as flawlessly as we have come to expect. The Torsen-type differential offered flick of the lever changes from 4-high and 4-low when called into action. It was just the thing needed to pull us, at slow speeds, through a spread of Florida “sugar sand” on a West Palm Beach construction site.

The 4Runner’s suspension is an independent double wishbone setup with stabilizer bar in the front and a quad-link with coil springs in the rear. We had to remember that we were in a top-heavy vehicle when trying the twisties on one of our regular routes. The power assisted rack and pinion steering setup offered just a touch of overboosting for our taste, although it will go unnoticed among most drivers. For steep climbs, our SR5 was equipped to handle approach angles of 25-degrees, and departure angles of 24-degrees.

Off roading we found the SR5 to be an acceptable performer, especially with Downhill Assist Control (DAC), which required us to put total faith in the “ghost in the machine,” using gearing to safely creep the 4Runner down a hill. Taking your feet off the brakes can be a bit unnerving at first, but it does work. On the converse side, Hill Start Assist (HAC) held the brakes while your foot transitions from the brake to the gas. While we have used it more to our benefit in a manual transmissioned vehicle, it still proved its worth in the SR5 with automatic.

The SR5 is more than decently equipped for light duty off road ventures to get you to your favorite hiking spot or mountain bike trail, although serious off road enthusiasts will like the locking differentials and improved angles of the Trail flavor.

Our model had a curb weight of 4,675, and was equipped with a trailer hitch receiver good for up to 5,000 pounds. The EPA cites its fuel economy at 17 city/22 highway.

Why you would buy it:
It’s as tough as an FJ Cruiser-without the blind spots, not to mention it can comfortably seat the whole family.

Why you wouldn’t:
Nothing less than a Land Rover will do for you. Home, James!

Leftlane’s bottom line:
A more practical version of its two-door brother, the FJ Cruiser, the Toyota 4Runner SR5 manages to give a buyer everything he wants in capability without sacrificing too many Benjamins from the wallet. Sure if they wanted more luxury, there’s always the Lexus GX 460 or any number of Land Rovers, but for good reliability and a vehicle that you won’t feel guilty about getting covered in dirt, the 4Runner won’t leave you stranded on a dirt road.

We genuinely appreciate its honest nature that helps it stand out from a sea of ever-softer “utility” vehicles.

2010 Toyota SR5 V6 4×4 base price, $30,195. As tested, $ 36,594.
Sliding cargo deck, $350; Premium Package, $2,205; Backup camera, $525; Convenience Package, $1,050; Audio Package, $585; Premium floor mats, $169; Destination, $795.

MPLexus301

iTrader: (3)

Am i reading this correctly? Those are 20" wheels on the 4Runner Limited?

http://www.toyota.com/4runner/specs.html

GS3Tek

iTrader: (8)

yes, why you ask?

venzas are running 19"s on the v4 and 20"s on v6.

Sienna se's are running 19s

so far, this is as sporty as toyota has gotten

MPLexus301

iTrader: (3)

Asking because I think these look kinda good, and since we'll be adding a GX to the fam....

GS3Tek

iTrader: (8)

ok, good choice on swapping the 4runner wheel to the GX-looks sportier

GSteg

iTrader: (15)

Chris, I am ashamed of you

IS-SV

Yes, with 245/60/20 tires. Plenty of sidewall height and a 31.5" rolling diameter, perfect for rough streets and a bit of offroad action too. They engineered the setup right for this kind of heavy SUV.

GS3Tek

iTrader: (8)

ooops
thanks Henry