The fifth-generation Toyota 4Runner launched for 2010 and remained one of the few mid-size, body-on-frame SUVs still built like a truck. This article focuses on the 2010 4Runner 2WD (TRN280) powered by the 2TR-FE 2.7-liter four-cylinder, rated at 157 hp. In this year the four-cylinder was offered in select rear-wheel-drive configurations aimed at buyers who valued durability, cargo space, and low ownership cost over maximum towing and off-road hardware. Within Toyota’s lineup, this model sits below the V6 4Runner and Prado-derived Lexus GX, but above crossovers like the RAV4 and Highlander in ruggedness. You get a ladder frame, a spacious five-passenger cabin, generous cargo room, and straightforward controls with minimal driver-assistance tech by modern standards. Owners care about: fuel economy vs the V6, whether the 4-speed automatic holds up, how it rides on highways, and what service items keep the 2TR-FE healthy past 200k miles. This guide answers those questions with practical specs, maintenance planning, reliability patterns, and an informed buyer’s checklist.
Fast Facts
- Proven ladder-frame SUV with large cargo bay and simple, durable 2TR-FE engine.
- Comfortable highway ride and quiet cabin for a body-on-frame truck; easy to service.
- Parts commonality with Tacoma/HiLux family keeps repair costs reasonable.
- Watch payload math if you add accessories; base tow rating modest vs V6.
- Oil and filter every 5,000–7,500 miles (8,000–12,000 km) depending on duty cycle.
Explore the sections
- 2010 4Runner 2WD: context
- 4Runner 2.7 specs and data
- 4Runner 2WD trims and safety
- Reliability and known issues
- Maintenance and buyer’s guide
- Driving and real-world mpg
- How it stacks up
2010 4Runner 2WD: context
The 2010 redesign returned the 4Runner to its roots: a robust, traditional SUV with real ground clearance and a boxed frame, but more comfort and refinement than earlier generations. The 2WD (rear-wheel-drive) four-cylinder configuration serves drivers who mostly stay on pavement yet want the longevity and packaging advantages of a truck-based platform: a tall load floor, stout cooling, and a suspension tuned for loads and rough roads.
The 2TR-FE inline-four is an iron-block, aluminum-head DOHC engine with dual VVT-i on the intake, widely used in Toyota’s global pickups. It prioritizes low-rpm tractability and durability over peak output, and is paired with a 4-speed automatic calibrated to keep revs low and shifts unobtrusive. While the V6 versions are stronger (and most common), the four-cylinder appeals if you value simpler packaging and a slightly lower purchase price.
Inside, the fifth-gen cabin gained better seat ergonomics, a larger cargo hold, and improved NVH control—thicker side glass, additional insulation, and a quieter exhaust system. Chassis tuning emphasized composure on broken pavement without the float that plagued some older body-on-frame SUVs. Safety moved forward with standard stability control, ABS with electronic brake-force distribution, and multiple airbags. Advanced driver aids were minimal for the time, which simplifies long-term ownership: there are fewer sensors and modules to age.
Who should shortlist this model? Commuters and families in Sun Belt or mild-winter regions, fleet operators who prize low total cost of ownership, and enthusiasts planning mild overlanding (gravel, forest roads) who don’t need a two-speed transfer case. If you’ll tow regularly above ~2,500–3,000 lb (1,100–1,400 kg) or drive deep off road, the V6 4WD 4Runner is a better fit.
4Runner 2.7 specs and data
Engine and Performance
| Item | Spec |
|---|---|
| Engine code | 2TR-FE inline-4, DOHC, 16-valve, VVT-i |
| Displacement | 2.7 L (2,694 cc) |
| Induction & fueling | Naturally aspirated, sequential multi-port injection |
| Rated output | 157 hp (117 kW) @ ~5,200 rpm |
| Rated torque | 241 Nm (178 lb-ft) @ ~3,800 rpm |
| Compression ratio | ~10.0:1 |
| Timing drive | Chain (inspection for noise/chain-stretch symptoms; no routine replacement) |
| Fuel requirement | Regular unleaded (87 AKI) |
| Fuel tank | ~87 L (23.0 gal) |
| Aerodynamics | Cd ~0.36–0.37 (model dependent) |
Transmission and Driveline
| Item | Spec |
|---|---|
| Gearbox | 4-speed automatic (ECT-i) |
| Drive | Rear-wheel drive (2WD) |
| Final drive | ~3.73 (varies by axle build) |
| Differential | Open rear; traction via stability/traction control |
| Tow rating | ~2,000–5,000 lb (900–2,270 kg) depending on hitch/equipment; see Buyer’s Guide notes |
Chassis and Dimensions
| Item | Spec |
|---|---|
| Platform | Body-on-frame, boxed ladder frame |
| Suspension | Front: independent, double wishbone / Rear: 4-link solid axle with coil springs |
| Steering | Rack-and-pinion, hydraulic assist |
| Brakes | 4-wheel disc with ABS, EBD, brake assist |
| Wheels/tyres (typical) | 17-inch alloys with 265/70R17 all-season |
| Wheelbase | 2,789 mm (109.8 in) |
| Length x width x height | ~4,822 × 1,926 × 1,816 mm (189.9 × 75.8 × 71.5 in) |
| Ground clearance | ~229 mm (9.0 in) nominal for 2WD |
| Approach/departure | ~25° / ~24° (2WD; tyre dependent) |
| Curb weight | ~1,950–1,980 kg (4,300–4,360 lb) depending on equipment |
| GVWR | ~2,675–2,720 kg (5,900–6,000 lb) |
| Turning circle | ~11.0 m (36.1 ft) |
| Cargo volume | Seats up: ~1,310–1,335 L (46–47 cu ft); seats down: ~2,500+ L (~88–90 cu ft) |
Fluids and Capacities (values typical for the engine/driveline; verify by VIN before service)
- Engine oil: 5.0–5.6 L (5.3–5.9 qt) of 0W-20 or 5W-20 (API SN or better).
- Automatic transmission fluid: Toyota WS; service by temperature check; drain/fill typically ~3.5–4.0 L (3.7–4.2 qt).
- Rear axle: 75W-85 GL-5 (Toyota spec), ~2.3 L (2.4 qt).
- Engine coolant: Toyota Super Long Life (pink), ~9–10 L (~9.5–10.6 qt) total system.
- Brake fluid: DOT 3 or DOT 4.
- Power steering: Dexron III-type ATF (if not integrated).
- Key torques: wheel lug nuts 113 Nm (83 lb-ft); engine drain plug 30–35 Nm (22–26 lb-ft); rear diff drain/fill 49–59 Nm (36–44 lb-ft) (typical Toyota truck values).
Performance and Economy
| Metric | Realistic figure |
|---|---|
| 0–60 mph (0–97 km/h) | ~10.5–11.5 s (unladen) |
| Top speed | ~110 mph (~177 km/h) |
| EPA-type economy (2WD 2.7) | ~18–19 mpg city / 23 mpg highway / ~20 mpg combined |
| Observed highway at 75 mph (120 km/h) | ~21–24 mpg US (11.2–9.8 L/100 km) depending on load/tires |
| Payload (typical) | ~600–700 kg (1,300–1,540 lb) minus passengers/accessories |
| Roof load | ~75–100 kg (165–220 lb) with approved crossbars |
Notes: The 2WD four-cylinder’s gearing favors cruising economy over acceleration; choose tyre sizes wisely (stock diameter) to preserve performance and shift logic.
4Runner 2WD trims and safety
Trims and Options (2010 focus)
- The 2.7-liter four-cylinder was limited to 2WD SR5-grade configurations in this model year. Expect cloth seats, manual front seats, 17-inch wheels, and a basic audio system. A power driver’s seat, convenience package, and roof rack were common standalone or bundled options.
- Limited and Trail grades paired with the V6; the Trail’s 4WD hardware (locking rear diff, Crawl Control, Multi-Terrain Select) was not offered with the four-cylinder 2WD.
- Mechanical differentiators by trim: V6 models gained a 5-speed automatic and heavier cooling; Limited offered X-REAS cross-linked dampers (not on the four-cyl 2WD).
Quick identifiers
- VIN series and emissions label will show 2TR-FE. Under-hood airbox and accessory layout differ from the 1GR-FE V6. Instrument cluster redline and shift indicator pattern match the 4-speed.
Year-to-year changes affecting equipment
- 2010 launched the generation; later years dropped the four-cylinder option entirely in North America, making 2010 unique if you specifically want the 2TR-FE in a fifth-gen 4Runner.
Safety Ratings summary
- The 2010 4Runner achieved Good results in key IIHS crashworthiness categories available at the time, with Acceptable roof-strength in early testing. NHTSA ratings vary by drivetrain and equipment; always check the exact build. Child-seat anchors (LATCH) are present in the second row; top tether anchors are easy to access, lower anchors require cushion management but are usable.
Safety systems and ADAS
- Standard: ABS, Electronic Brake-force Distribution, Brake Assist, Vehicle Stability Control (VSC), Traction Control (TRAC), Tire-Pressure Monitoring System (direct), front/side/curtain airbags, active head restraints.
- Absent/limited for 2010: No factory automatic emergency braking, lane keeping, or adaptive cruise. That reduces calibration headaches after windshield or bumper service compared with modern SUVs.
- Service note: When performing suspension or steering work, an alignment with the steering-angle sensor zero-point calibration (if applicable) can be necessary to avoid VSC/TRAC warnings.
Reliability and known issues
Overall picture
The 2TR-FE four-cylinder and the A340-family 4-speed are long-running Toyota truck components with excellent durability. Failures are usually age-related consumables or corrosion, not core engine or gearbox design flaws. Below is a practical map of issues by prevalence and cost.
Common / low–medium cost
- Front lower control arm bushings and ball joints: Clunks/steering wander; replace bushings/ball joints or complete arms. An alignment is required.
- Sway bar links and bushings: Rattles over small bumps; inexpensive replacement.
- Brake rotor pulsation: Long downhill braking or wheel torque errors can warp rotors; resurface/replace, torque wheels correctly (113 Nm).
- Accessory belt wear: Chirps at startup; inspect tensioner pulley. Replace belt every ~60k–90k miles (100k–150k km) or on condition.
- A/C condenser fin corrosion (coastal/salted regions): Gradual loss of cooling; replacement restores performance.
Occasional / medium cost
- Rear axle seals: Weeping onto backing plates; replace seals and verify breather isn’t clogged.
- Evap system faults (charcoal canister, purge valve): EVAP codes; smoke-test, repair lines or components.
- Radiator plastic end tank aging: Coolant weep at crimps after ~10–15 years; preemptive radiator replacement prevents roadside events.
Rare / higher cost
- Power steering rack seep: Wet boots, slow fluid loss; rebuild/replace rack.
- Instrument cluster bulbs/LEDs: Age-related; cluster refurb fixes dim or dead segments.
- Frame corrosion: Less prevalent than on some peers, but inspect thoroughly in rust-belt states—look at frame rails, crossmembers, and rear lower links. Treat early.
Engine-specific patterns (2TR-FE)
- Timing chain system: Generally lifetime; watch for startup rattle, cam/crank correlation codes, or metallic debris—rare on well-maintained engines.
- Valve cover gasket seep: Light oil smell; replace gasket and grommets.
- Intake carbon: Port-injected engines like the 2TR-FE resist heavy buildup; occasional throttle body cleaning can smooth idle.
- Cooling system: Toyota SLLC (pink) has a long service life, but age matters—replace at time or condition to protect the water pump and heater core.
Transmission
- The 4-speed automatic is conservative and heat-tolerant. Drain-and-fill with Toyota WS at ~60k–90k miles (100k–150k km) is prudent on age, even if “lifetime” is implied. Harsh 2–3 shifts usually respond to fluid service and adaptation reset.
Recalls, TSBs, extended coverage (high-level)
- Front passenger airbag inflator (Takata-related campaigns for specific VIN ranges). Remedy is inflator/module replacement; confirm by official VIN check.
- Distributor accessory exhaust tip (regional port-installed accessory) heat-injury risk; removal/adjustment kit provided.
- Always run the manufacturer VIN portal and align dealer records with your vehicle history before purchase. Keep proof of recall completion in the glovebox.
Pre-purchase checks
- Full service records (oil, coolant, ATF, differential).
- Underside inspection for frame rust, differential seep, and radiator end-tank staining.
- Brake line condition and parking brake operation.
- Suspension wear (front LCA bushings/ball joints, rear links).
- Tire age and even wear; match sizes to stock diameter for proper shift logic.
- Confirm there’s no hitch wiring hack that can trigger EVAP or lamp faults.
Maintenance and buyer’s guide
Practical maintenance schedule (distance or time, whichever comes first)
(Intervals reflect typical North American service; shorten for heavy towing, dust, extreme heat/cold, or short-trip use.)
- Engine oil + filter: Every 5,000–7,500 miles (8,000–12,000 km) or 6–12 months; 0W-20/5W-20 meeting Toyota spec.
- Engine air filter: Inspect at 15k miles (24k km); replace ~30k (48k km) or sooner in dust.
- Cabin filter: 15k–20k miles (24k–32k km) or annually.
- Spark plugs: Iridium plugs typically at 120k miles (193k km) or 10 years; inspect for coil-on-plug boots cracking at time.
- Coolant: Toyota SLLC initial long interval, then ~50k–60k miles (80k–96k km) or 5–6 years thereafter.
- Automatic transmission (WS): Drain/fill 60k–90k miles (100k–150k km) by time/condition.
- Rear differential: 75W-85 GL-5, 30k–60k miles (48k–96k km) depending on duty.
- Brake fluid: Replace every 2–3 years (humidity matters).
- Serpentine belt: Inspect each oil service; replace 60k–90k miles.
- Fuel system: No external filter on most builds; use quality fuel; clean throttle body as needed.
- Tyre rotation and alignment: Rotate 5k–7.5k miles; alignment check annually or after suspension work.
- 12-V battery: Test annually after year 4; typical life 4–6 years.
- Body and frame: Wash underbody in winter; treat surface rust early.
Fluid specifications recap
- Oil: 0W-20 or 5W-20 API SN/ILSAC GF-5 or better; capacity ~5.3–5.9 qt.
- ATF: Toyota WS only.
- Coolant: Toyota Super Long Life (pink); premixed.
- Rear diff: 75W-85 GL-5.
- Brake: DOT 3/4.
- Steering: Dexron III-type ATF where applicable.
Essential torque values (decision-making highlights)
- Wheels: 113 Nm (83 lb-ft)
- Caliper bracket bolts (front, typical): ~137–151 Nm (101–112 lb-ft)
- Spark plugs: 18–22 Nm (13–16 lb-ft) on clean, dry threads
- Rear diff drain/fill: 49–59 Nm (36–44 lb-ft)
Buyer’s guide: what to look for
- Rust: Focus on frame rails near rear lower control arm mounts, radiator support, and spare-tire crossmember.
- Cooling: Pink crust at radiator crimps = aging tank.
- Suspension: Play in front lower ball joints/bushings; rear link bushings cracked.
- Fluids: Rear diff seep at seals; ATF dark/burnt smell suggests overdue service.
- Electrics: Window regulators and lock actuators should be smooth and quiet.
- Tires: Uneven wear hints at alignment/suspension issues.
- Towing: Verify hitch is rated and wiring is professionally installed; check transmission temperature behavior if test-driving on grades.
Recommended configurations
- Use-case: daily driver/light trips → Stock-size all-season tires, routine fluid care.
- Occasional trails → All-terrain tires (same diameter), skid plates, upgraded shocks; understand 2WD limitations.
- If you plan to tow near the upper rating or seek stronger acceleration, consider the V6 5-speed 4Runner instead.
Durability outlook
With regular fluids and rust prevention, the 2TR-FE/A340-family drivetrain routinely surpasses 200k–300k miles (320k–480k km). Rubber components and cooling system parts age out before the engine or gearbox.
Driving and real-world mpg
Ride, handling, NVH
The 2010 chassis tuning makes the 4Runner calmer than earlier generations over expansion joints and potholes. The separate frame isolates impacts, and coil-spring rear suspension keeps the back axle controlled without the hop you might expect from a pickup. Steering is light at parking speeds and weights up naturally on the highway. Wind and tire noise are modest for a truck-based SUV thanks to improved sealing and body mounts. Brakes have firm, predictable bite; pedal feel is consistent down long grades if you use engine braking.
Powertrain character
The 2TR-FE isn’t quick, but it’s smooth and honest. Peak torque arrives just under 4,000 rpm; around town the 4-speed keeps revs low, short-shifting to quiet the cabin. On-ramp merges take planning, and passing at 50–80 mph (80–130 km/h) will trigger a downshift or two. The upside is simplicity: fewer gears to hunt, less heat, and steady cruising. Kickdown logic is conservative—press decisively to avoid indecisive half-shifts.
Efficiency
In mixed commuting you’ll typically see ~19–21 mpg US (12.4–11.2 L/100 km). Highway at 60–70 mph (100–113 km/h) can return 22–24 mpg US (10.7–9.8 L/100 km) with stock tires and light cargo; at 75 mph (120 km/h) expect closer to 21–22 mpg US. Winter fuel and roof racks reduce those numbers. Compared with the V6, the four-cylinder can save ~1–2 mpg in gentle use, but load and hills erase most of the gap.
Key metrics that affect the verdict
- 0–60 mph: ~11 s (adequate, not brisk).
- 50–80 mph passing: requires planning; initiate early for safe gaps.
- 100–0 km/h (62–0 mph) braking: Stable and straight; performance depends heavily on pad compound and rotor condition.
- Turning circle: ~36 ft makes parking manageable for a mid-size SUV.
Towing and load behavior
Stay realistic with the four-cylinder: 2,500–3,000 lb (1,100–1,400 kg) trailers are comfortable with proper tongue weight and trailer brakes; 5,000 lb is possible on paper with the correct hitch/cooling but leaves little performance reserve, especially in heat or at altitude. Expect a 15–30% fuel-consumption penalty when towing moderate loads and more in headwinds.
How it stacks up
Against V6 4Runner (same generation)
- Pros for 2.7: Slightly lower buy-in, simpler service, marginally better economy in gentle use.
- Cons: Considerably slower acceleration, less confident with tall grades or full cabins, lower resale demand due to rarity. If you tow or live in mountains, the V6 is clearly better.
Against unibody crossovers (e.g., Honda Pilot, Ford Explorer of the era)
- Pros: Tough frame, better durability on rough roads, higher cargo floor useful for bulky gear, simpler electronics.
- Cons: Less agile handling, lower MPG than the most efficient crossovers, fewer driver aids.
Against other body-on-frame SUVs (e.g., Nissan Xterra, Jeep Grand Cherokee WK)
- Pros: Long-term reliability, parts availability, and resale values typically stronger; interior packaging is more family-friendly than Xterra; fewer electronics than some Grand Cherokee trims.
- Cons: Four-cylinder power is modest; off-road hardware (locking diffs, low range) is limited on 2WD four-cyl versions—serious trail users should seek the V6 4WD or Toyota’s Trail/Off-Road packages.
References
- Gas Mileage of 2010 Toyota 4Runner 2010 (EPA Fuel Economy)
- 2010 Toyota 4Runner Add to Rich Heritage With More Power and Better MPG 2009 (Press Release)
- Toyota Announces Prices on Five 2010 Models Including All-New 4Runner 2009 (Press Release)
- 2010 Toyota 4Runner 4-door SUV 2010 (Safety Rating)
- 2010 Toyota 4Runner Tech Specs 2010 (Technical Data)
Disclaimer
This guide is for informational purposes only and is not a substitute for professional diagnosis or repair. Specifications, torque values, service intervals, and procedures can vary by VIN, market, and equipment. Always verify details against your vehicle’s official service and owner documentation and follow manufacturer procedures.
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