The fourth-generation Toyota 4Runner is a midsize, body-on-frame SUV known for traditional truck durability paired with everyday usability. This article focuses on the 2005 model year, rear-wheel-drive (2WD) configuration on the GRN210 chassis with the 1GR-FE 4.0-liter V6 (rated 236 hp). It sits beneath the V8 option in the lineup yet covers most needs: five-passenger seating, a robust ladder frame, and genuine towing capability. For shoppers and owners, the 2005 4Runner V6 2WD balances rugged hardware with decent fuel economy for its class, straightforward maintenance, and an excellent reputation for longevity. We’ll cover what matters most: exact specifications and dimensions, driveline and chassis details, realistic performance and efficiency, safety ratings, common problems and recalls, parts and fluid specs, and an inspection checklist to buy the right example. If you’re debating between an older 3rd-gen truck and a later 5th-gen, this guide explains where the 2005 V6 2WD lands on cost to own, comfort, and long-term durability.
Fast Facts
- Ladder-frame SUV with independent front suspension and coil-spring solid rear axle; simple, durable, and easy to service.
- 1GR-FE V6 uses a timing chain and single VVT-i (intake), avoiding belt replacements and keeping tune-ups straightforward.
- Comfortable highway ride and confident towing up to 5,000 lb (2,268 kg) when equipped correctly.
- Watch for sunbelt vs. rust-belt condition: frame and suspension hardware corrosion strongly affects value and repair costs.
- Oil and filter every 5,000 mi / 6 months with 5W-30; engine air filter typically 15,000–30,000 mi depending on dust.
Navigate this guide
- Detailed overview — 4Runner GRN210 (2005)
- Specifications and technical data
- Trims and options, safety and driver assistance
- Reliability, common issues and service actions
- Maintenance and buyer’s guide
- Driving and performance
- How the 4Runner compares to rivals
Detailed overview — 4Runner GRN210 (2005)
The 2005 Toyota 4Runner V6 2WD (GRN210) is the simplest and lightest version of the fourth-generation platform. It rides on a robust ladder frame derived from Toyota’s global light-truck architecture and pairs it with an independent front suspension for better on-road control than older solid-axle designs. In 2WD guise you get a conventional rear-wheel-drive layout with a 5-speed automatic (A750E) and a coil-spring, four-link solid rear axle. This combination offers a relaxed highway demeanor, predictable handling, and fewer parts to service than the 4WD system—useful if you live in warm climates or don’t need low-range capability.
Power comes from the 1GR-FE 4.0-liter V6 (aluminum block and heads, dual overhead cams, and variable valve timing on the intake cams). It’s rated at 236 hp (176 kW) and 266 lb-ft (361 Nm), providing stronger midrange torque than the older 3.4-liter V6 it replaced. The engine uses a timing chain rather than a belt, which significantly reduces long-term maintenance. With 23.0 gallons (87 L) on board, the 4Runner’s cruising range is respectable even with a body-on-frame SUV’s aerodynamic penalties.
Inside, the 4Runner remains practical and durable. The rear glass slides down (a 4Runner hallmark), cargo tie-downs are sturdy, and the cabin materials hold up well when maintained. Compared with the same-year V8 4Runner, the V6 2WD is lighter, typically more efficient, and usually cheaper to buy, insure, and service. It still tows up to 5,000 lb (2,268 kg) when properly equipped and handles family duty with ease. For buyers focused on daily driving, road trips, and light towing—rather than rock crawling—the 2WD V6 is the sweet spot of affordability and capability.
Specifications and technical data
Engine and performance (1GR-FE 4.0-liter V6)
| Item | Value |
|---|---|
| Engine code / layout | 1GR-FE / DOHC V6, aluminum block/heads, chain-driven cams |
| Displacement | 4.0 L (3,956 cc) |
| Induction / fueling | Naturally aspirated / sequential multi-port injection |
| Variable valve timing | VVT-i (intake cams) |
| Compression ratio | ~10.0:1 |
| Rated power | 236 hp (176 kW) @ ~5,200 rpm |
| Rated torque | 361 Nm (266 lb-ft) @ ~4,000 rpm |
| Fuel requirement | Regular unleaded (87 AKI) recommended |
| Fuel tank | 87 L (23.0 gal) |
| Emissions equipment | Three-way catalysts; OBD-II |
| Aerodynamics (approx.) | Cd ~0.36–0.37; frontal area ~2.6–2.7 m² (class typical) |
Efficiency (EPA)
- 17 mpg city / 21 mpg highway / 18 mpg combined (2WD, 5-speed automatic).
- Typical mixed driving: 18–20 mpg (US) depending on load, tires, and speed.
Real-world highway at 120 km/h (75 mph)
- Expect ~19–20 mpg (US) (11.8–11.2 L/100 km) in calm conditions on stock tires.
Transmission and driveline
| Item | Value |
|---|---|
| Transmission | A750E 5-speed automatic (RWD) |
| Drive layout | Rear-wheel drive (2WD) |
| Final drive / axle | Commonly ~3.73:1; axle codes vary by package |
| Differentials | Open rear differential (AUTO LSD brake-based traction function) |
| Trailer wiring | 4/7-pin capability with tow package; class III/IV receiver available |
| Refuel to full | ~23.0 gal (87 L) gasoline |
Notes: Gear ratios vary slightly by source and axle code. The A750E is a wide-ratio unit with a tall overdrive for relaxed cruising.
Chassis and dimensions
| Item | Value |
|---|---|
| Frame | Ladder frame (boxed sections), body-on-frame |
| Front suspension | Double wishbone, coil springs, gas shocks |
| Rear suspension | 4-link solid axle with coil springs, lateral track bar |
| Steering | Rack-and-pinion, hydraulic assist |
| Brakes | 4-wheel disc (vented fronts), ABS with brake assist |
| Wheels/tires (typical) | 16–17 in wheels, 245/70R16 or 265/65R17 all-season/A-T |
| Overall length | ~4,806 mm (189.2 in) |
| Width | ~1,875 mm (73.8 in) |
| Height | ~1,760 mm (69.3 in), equipment-dependent |
| Wheelbase | 2,790 mm (109.8 in) |
| Ground clearance | ~220–230 mm (≈8.7–9.1 in) |
| Curb weight (approx.) | ~1,840–1,900 kg (4,050–4,190 lb), by trim/options |
| GVWR | ~2,425–2,460 kg (5,350–5,425 lb), by spec |
| Turning circle | ~11.4 m (37.4 ft) |
| Cargo volume | ~1,192 L (42.1 ft³) seats up; ~2,128 L (75.1 ft³) seats folded |
Fluids and capacities (essentials)
| System | Spec and capacity (typical) |
|---|---|
| Engine oil | 5W-30; ≈5.2–5.5 L (5.5–5.8 qt) with filter |
| Coolant | Toyota Super Long Life (pink); long-life initial interval, then shorter thereafter |
| Automatic transmission | Toyota WS (World Standard) ATF (sealed; inspect/change based on use) |
| Rear axle | 75W-90 gear oil (see axle code for exact spec) |
| Brake fluid | DOT 3 or DOT 4 compatible |
| Tire pressures (typical base) | 220–230 kPa (32–33 psi) cold; adjust for load/towing |
Key torque values (select fasteners)
- Engine oil drain plug: ~40 Nm (30 lb-ft).
- Wheel lug nuts: ~113 Nm (83 lb-ft).
- Differential fill/drain plugs: ~49–64 Nm (36–47 lb-ft) typical.
(Always verify per VIN/service literature.)
Performance and capability
| Metric | Value |
|---|---|
| 0–60 mph (0–97 km/h) | ~8.0–8.5 s (2WD V6, stock tires) |
| Top speed (governed) | ~180 km/h (≈112 mph) |
| Towing capacity | Up to 2,268 kg (5,000 lb) with tow equipment |
| Payload (typical) | ~520–580 kg (1,150–1,280 lb), trim-dependent |
| Roof load | ~54–75 kg (120–165 lb), rack-dependent |
| Economy (observed) | 18–20 mpg US mixed; 20–22 mpg US highway at 65–70 mph |
Trims and options, safety and driver assistance
Trims and options (2005, 2WD V6 focus)
- SR5: Cloth seats, 16-inch wheels, manual climate, power rear glass, keyless entry, ABS, stability control (VSC), and traction control. Options include sunroof, JBL audio, and tow package (receiver, wiring, transmission cooler strategy).
- Sport Edition: Adds “X-REAS” cross-linked shock system for flatter cornering, unique 17-inch wheels, hood scoop, sport interior accents, running boards.
- Limited: Leather, dual-zone climate, JBL premium audio, optional power/heated front seats, HomeLink, 17-inch wheels, and exterior trim upgrades.
Mechanical differences to note
- X-REAS (Sport) ties diagonally opposite shocks to reduce pitch/roll—great when fresh, but replacement requires paired components and is costlier than conventional shocks.
- Tow package adds the proper harnessing and hardware; confirm presence, condition of the receiver, and that the 7-pin plug isn’t corroded.
- AUTO LSD (2WD) uses brake intervention to mimic a limited-slip effect for low-traction starts; it’s driver-selectable below certain speeds.
Safety ratings (2005 4Runner)
- Frontal moderate overlap: Good.
- Side impact: Ratings vary with side airbags; examples equipped with side/curtain airbags perform notably better.
- Head restraints/seats: Typical of the period, adequate when adjusted correctly.
Always verify whether a specific vehicle is equipped with side and curtain airbags; many 2005 trucks have them, but some early builds may not.
Safety systems and ADAS (period-correct)
- Airbags: Dual front; side torso and curtain airbags available/commonly equipped.
- Child seats: LATCH anchors in the second row; check for unobstructed access and anchor condition.
- ABS with brake assist, Vehicle Stability Control (VSC), and Traction Control standard on 2WD; AUTO LSD function (brake-based) helps launch on slippery surfaces.
- Tire Pressure Warning became more common; check the TPMS light on key-on.
There’s no modern AEB, lane centering, or adaptive cruise on this generation.
Year-to-year (context for 2005)
- 2005 maintains the V6’s 236-hp rating and the 5-speed automatic introduced earlier in the generation.
- Side/curtain airbags were increasingly common by 2005; confirm on the build label or via the VIN equipment list if this matters to you.
Reliability, common issues and service actions
The 4th-gen 4Runner V6 is widely regarded as durable. Most problems stem from age, climate, and deferred maintenance rather than chronic design flaws. Map issues by prevalence (common/occasional/rare) and severity (low/medium/high):
Common / low-to-medium severity
- Front suspension wear: Lower control arm bushings and front sway-bar links/bushings wear with mileage, producing clunks over bumps. Remedy: Replace bushings/links; align afterward.
- Rear hatch and window quirks: Power rear glass can slow from dirty tracks or a tired motor; hatch latch switches fail. Remedy: Clean/lube tracks, replace regulator or latch as needed.
- Cooling system service neglect: Pink Toyota Super Long Life coolant lasts, but old coolant leads to water pump seepage. Remedy: Follow interval; replace water pump proactively at signs of leakage.
- Exhaust fastener corrosion: Manifold studs and mid-pipe bolts rust, especially in snowbelt states. Remedy: Heat and replace hardware; consider stainless hardware where appropriate.
Occasional / medium severity
- X-REAS shock leakage (Sport Edition): Performance fades or leaks appear after 100k+ miles. Remedy: Replace as paired circuits, or convert to conventional shocks/struts with matched springs.
- Steering shaft/u-joint play: You’ll feel a minor notchiness or clunk. Remedy: Replace intermediate shaft/u-joint assembly.
- Accessory drive noises: Idler/tensioner pulleys and serpentine belt chirp as bearings age. Remedy: Replace pulleys and belt; verify alignment.
Rare / potentially high severity (inspect carefully)
- Frame and crossmember corrosion: Less widespread than on some Toyota trucks, but severe rust can occur in salt states. Symptoms: Flaking scale, perforation near rear lower control arm mounts. Remedy: Rust remediation or welding; walk away if structural integrity is compromised.
- Transmission fluid overheating from hard towing without proper service: The A750E is robust, but neglected fluid combined with heavy heat cycles can lead to shift flare. Remedy: Preventive ATF service when towing regularly; ensure cooler and lines are clean and not leaking.
Electrical/engine management
- MAF/throttle body deposits: Rough idle or hesitation. Remedy: Clean MAF with electronics-safe cleaner and decarbonize throttle body; reset fuel trims.
- Coil-on-plug failures (isolated): Misfire under load. Remedy: Replace affected coil(s) and inspect plugs.
Recalls, TSBs, and extended coverage to confirm
- Front passenger airbag inflator (Takata): Many 2005 4Runners are included. Action: Use the official VIN checker; ensure recall is completed by a dealer.
- Other campaign items change with VIN; examples include occupant classification or airbag wiring checks on certain builds.
How to verify completion: Run the VIN through the official manufacturer recall site and keep dealer paperwork with dates and part numbers.
Pre-purchase requests
- Full service history (oil, coolant, transmission, brakes, differential).
- Proof of recall completion (airbag inflator).
- Evidence of recent fluid services (ATF, diff, brake, coolant).
- Rust documentation (photos of frame rails, rear lower control arm mounts).
- For Sport Edition: proof of X-REAS condition or a conventional-suspension conversion with quality components.
Maintenance and buyer’s guide
Practical maintenance schedule (typical/normal service)
- Engine oil + filter: Every 5,000 mi / 6 months with 5W-30 meeting API spec; shorten interval for dusty towing or short-trip use.
- Engine air filter: Inspect at 10,000 mi; replace 15,000–30,000 mi (sooner if dusty).
- Cabin filter: 12 months / 15,000 mi.
- Spark plugs (iridium): 90,000–120,000 mi or 9–10 years, inspect sooner if misfire counters show events.
- Coolant (Toyota SLLC): First change typically 100,000 mi / 10 years, then 50,000 mi / 5 years thereafter.
- Automatic transmission (A750E): No fixed interval under “normal” in period literature, but for longevity do 60,000–90,000 mi drain-and-fills (or fluid exchange with pan inspection) if towing or driving in heat. Use Toyota WS ATF where specified on the unit.
- Differential gear oil (rear): 30,000–60,000 mi based on use; 75W-90 GL-5.
- Brake fluid: 24–36 months regardless of mileage.
- Brake pads/rotors: Inspect every 10,000–15,000 mi; address pulsation early to protect hub bearings.
- Serpentine belt and tensioner/idlers: Inspect 30,000 mi, replace 60,000–90,000 mi or at first noise/cracking.
- PCV valve: Inspect 60,000 mi; replace if sticky.
- Fuel filter: Integrated with in-tank pump—no routine replacement unless pressure/flow issues arise.
- Valve clearance: Shimless bucket design—no scheduled adjustment; listen for unusual ticking at hot idle.
- 12-V battery: Load-test annually after year four; typical life 5–7 years in moderate climates.
- Tires: Rotate 5,000–7,500 mi; align annually or with any tire/wheel work.
Useful capacities and specs for decision-making
- Engine oil fill: ≈ 5.5 qt (5.2–5.8 L) with filter.
- Fuel tank: 23.0 gal (87 L).
- Towing: 5,000 lb (2,268 kg) maximum when properly equipped; use a weight-distributing hitch for heavier trailers within rating to improve stability.
- Lug-nut torque: 83 lb-ft (113 Nm).
- Recommended tire pressures: 32–33 psi (220–230 kPa) cold (base tires).
Buyer’s inspection checklist
- Underbody and frame: Look along the frame rails, rear lower control arm mounts, and crossmembers for scale rust or repairs. Tap suspicious areas with a pick; avoid perforation.
- Suspension: Check front control arm bushings, ball joints, shocks (especially X-REAS), and sway-bar hardware for play/leaks.
- Driveline: Listen for rear differential whine at 45–60 mph, feel for driveline lash, and inspect the center support (if equipped) and U-joints.
- Cooling system: Look for pink crust at the water pump weep hole and radiator end tanks; confirm the coolant is pink SLLC, not mixed.
- Brakes: Inspect for lip on rotors, uneven pad wear, sticking slide pins.
- Electrical: Verify operation of power rear window, sunroof, and instrument cluster illumination; check for TPMS light.
- Interior and body: Examine the rear hatch latch, window switch, soft-touch surfaces, and seat mechanisms; look for leaks around the sunroof drains.
- Towing history: Ask for trailer weight and frequency; heavy towers should have more frequent ATF and diff services documented.
Trims/options to seek or avoid (value view)
- Seek: Trucks with documented fluid services, side/curtain airbags, and no structural rust; a clean SR5 or Limited without X-REAS can be cheaper to maintain long-term.
- Consider: Sport Edition only if X-REAS is healthy or the seller has already converted to quality conventional dampers.
- Avoid: Trucks with incomplete airbag recall history, frame perforation, or transmission flare under modest throttle—they’re expensive to set right.
Long-term durability outlook
A maintained 1GR-FE/A750E 2WD 4Runner routinely exceeds 200,000–300,000 mi. Most high-mileage repairs are consumables (suspension, brakes, cooling, rubber). The platform ages gracefully if rust is controlled and fluids are kept fresh.
Driving and performance
Ride, handling, NVH
On the highway, the 2WD V6 settles into a relaxed lope. The ladder frame and long wheelbase filter out large impacts, and the independent front suspension keeps steering precise compared to older solid-axle SUVs. Expect mild body roll in tight corners on standard suspension; Sport Edition’s X-REAS limits pitch and roll but can ride firmer over broken pavement. Wind and tire noise are modest for a body-on-frame truck of this era; at 70 mph, cabin conversation is easy, though aggressive all-terrain tires raise hum levels.
Powertrain character
The 1GR-FE’s best trait is mid-range torque. Around town it pulls cleanly from 1,800–3,500 rpm and rarely needs wide-open throttle. The A750E 5-speed keeps the engine in its sweet spot with decisive upshifts and a tall fifth gear for economy. Kickdown is prompt; hunting is minimal unless you’re on steep rolling grades with cruise control set. There’s no turbo lag to manage, and throttle response is linear. The intake VVT-i helps torque fill without sacrificing efficiency.
Real-world efficiency
In mixed suburban/highway use, a stock 2WD V6 commonly returns 18–20 mpg US (13.1–11.8 L/100 km). At 60–65 mph (100–105 km/h) you may see 21–23 mpg US; at a steady 75 mph (120 km/h), expect ~19–20 mpg US. Cold weather, winter-blend fuel, and aggressive A/T tires can reduce numbers by 1–3 mpg.
Key metrics
- 0–60 mph: ~8.0–8.5 seconds (dry pavement, stock tires).
- Passing 50–80 mph: Brisk with a single downshift; plan two-lane passes around 4,000–5,000 rpm.
- 100–0 km/h braking: Confident, repeatable; the pedal is firm with slight initial travel typical of Toyota’s brake-assist tuning.
- Turning circle: ~37.4 ft (11.4 m) helps in parking lots despite the truck’s length.
Traction and control
While this is the 2WD model, VSC stability control intervenes gently if you overcook a corner, and AUTO LSD can help launch on wet grass or gravel by braking the spinning rear wheel. In heavy snow or steep unpaved climbs, dedicated winter tires or the 4WD model are better choices.
Load and towing
With the tow package and a properly set brake controller, the 4Runner is comfortable towing 2,500–3,500 lb (1,135–1,590 kg) frequently and up to 5,000 lb (2,268 kg) occasionally. Expect a 15–30% fuel economy penalty under moderate tow. Use a weight-distributing hitch above ~3,500 lb to maintain level stance and steering feel, and keep transmission temperatures in check with conservative speeds and timely ATF service.
How the 4Runner compares to rivals
Jeep Grand Cherokee (WK, 3.7 V6/4.7 V8)
- Pros vs. Jeep: Better long-term reliability, simpler maintenance, and stronger resale. The Toyota’s interior plastics age more gracefully.
- Cons: Jeep offers a more sophisticated 4WD system and a premium ride in some trims; V8 Grand Cherokees tow more.
Nissan Pathfinder (R51, 4.0 V6)
- Pros vs. Nissan: The 4Runner’s frame and driveline reputation is stronger, and corrosion resistance tends to be better. Parts availability and community knowledge favor the Toyota.
- Cons: Pathfinder’s V6 is punchier on paper and some trims feel more modern inside; pricing can be lower on the used market.
Ford Explorer (U152, 4.0 SOHC/4.6 V8)
- Pros vs. Explorer: The 4Runner is generally quieter and tighter as miles accumulate; fewer timing drive worries than Ford’s 4.0 SOHC.
- Cons: Explorers can be cheaper to buy and repair, and V8 models tow well; ride quality is competitive on smooth roads.
Honda Pilot (1st gen, unibody FWD/AWD)
- Pros vs. Pilot: True truck chassis, better tow rating, and tougher underbody for rough roads and loads.
- Cons: Pilot is more efficient, with car-like ride/handling; if you never tow or venture off paved roads, the Honda’s lighter feel appeals.
Bottom line
If you want a midsize SUV that behaves like a sturdy tool—reliable, easy to keep, and with real towing structure—the 2005 4Runner V6 2WD remains a benchmark. It gives up some snow-belt traction and modern ADAS, but wins on simple ownership and longevity.
References
- 2005 Toyota 4Runner 2005 (Safety Rating)
- Gas Mileage of 2005 Toyota 4Runner 2005 (Fuel Economy)
- Recalls | NHTSA 2025 (Recall Database)
- 2005 4RUNNER from Sep. ’04 Prod. (OM35843U) 2004 (Owner’s Manual)
Disclaimer
This article is for informational purposes and is not a substitute for professional diagnosis or repair. Specifications, torque values, intervals, and procedures vary by VIN, market, options, and production date. Always confirm details against your vehicle’s official service documentation and current manufacturer guidance.
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