The 2005 Toyota 4Runner 4WD (chassis code GRN215) is a mid-size, body-on-frame SUV from the fourth generation of 4Runner (2003–2009). This iteration blends classic truck toughness with everyday comfort: a robust 4.0-liter V6, a 5-speed automatic, and a multi-mode 4WD system, paired with an independent front suspension and a solid rear axle. For shoppers, it sits above compact crossovers in towing and off-road ability yet remains manageable as a daily driver. This guide focuses on the 2005 model year V6 4WD configuration—facelift updates arrived later—covering core specs, dimensions, performance, safety, maintenance, and a practical buyer’s checklist. Owners value the 4Runner for its durable powertrain, strong resale, and real off-road hardware; they also watch for age-related corrosion, suspension wear, and fluid maintenance on the 4WD driveline. If you’re considering a fourth-gen 4Runner as a reliable, do-anything family SUV, this deep dive distills the details that matter, from torque values and fluid types to common issues, recalls, and the trims and packages to target.
At a Glance
- Proven 4.0-liter V6 with timing chain, paired to a reliable 5-speed automatic and multi-mode 4WD with low range.
- Strong towing (up to 5,000 lb/2,268 kg) and generous ground clearance make it trail-ready yet highway-calm.
- Aging examples need thorough frame and underbody rust inspection; suspension bushings and shocks often due.
- Typical service: engine oil every 5,000 mi (8,000 km) or 6 months with 5W-30; rotate tyres every 5,000–6,000 mi (8,000–10,000 km).
Navigate this guide
- Detailed Overview — 2005 4Runner 4WD
- 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 4Runner Compares to Rivals
Detailed Overview — 2005 4Runner 4WD
Toyota’s fourth-generation 4Runner modernized the classic truck-based SUV recipe. The GRN215 code denotes V6 with four-wheel drive; under the hood sits Toyota’s 1GR-FE, a 4.0-liter DOHC V6 with variable valve timing (VVT-i) and a maintenance-friendly timing chain. For 2005 it’s paired with a 5-speed automatic transmission (A750F) that reduces highway rpm versus earlier 4-speed units and improves shift logic and fuel economy. The 4WD system is “multi-mode”: you can run in rear-wheel drive for efficiency, select 4H on slick surfaces, lock the center differential for true 50:50 torque split, and engage 4L for crawl situations.
Chassis engineering is a key 4Runner strength. An independent double-wishbone front suspension improves road manners and steering precision compared with old-school torsion bars, while a solid rear axle with four links and a Panhard rod preserves articulation and durability. Hydraulic engine mounts, extensive sound deadening, and a relatively long wheelbase make it composed on interstates yet resilient off-pavement. Standard stability control and four-wheel disc brakes help keep this body-on-frame SUV tidy in emergency maneuvers.
Inside, the cabin mixes simple ergonomics with rugged materials. Seating and cargo flexibility are excellent: a large, square load bay with a roll-down rear glass (a 4Runner signature) and a flat fold rear seat. Options like a power moonroof, premium audio, and leather trim were widely available, especially on SR5 with packages and on Limited. Towing hardware (receiver, 4/7-pin wiring) is common and, with a weight-distributing hitch when appropriate, the 4Runner makes a confident boat or camper hauler.
For 2005, the V6 4WD strikes the sweet spot for total cost of ownership. It avoids the timing-belt service of the V8 while delivering useful torque, better mileage, and simpler packaging. The trade-offs are predictable: curb weight and wind profile limit outright efficiency, and age now makes rust prevention and fluid service non-negotiable. With a clean frame and maintained 4WD driveline, however, the 2005 4Runner remains one of the most dependable long-term SUV bets.
Specifications and Technical Data
Engine and Performance
| Item | Detail |
|---|---|
| Engine code | 1GR-FE (VVT-i), aluminum block/heads, chain-driven cams |
| Displacement | 4.0 L (3,956 cc) |
| Induction/fueling | Naturally aspirated, port fuel injection |
| Compression ratio | ~10.0:1 |
| Rated output | 236 hp (176 kW) @ ~5,200 rpm |
| Rated torque | 266 lb-ft (360 Nm) @ ~4,000 rpm |
| Emissions/OBD | OBD-II, LEV-compliant for the period |
| Fuel requirement | 87 AKI (91 RON) unleaded recommended |
| Fuel tank | 23.0 gal (87 L) |
| Aerodynamics | Approx. Cd ~0.36–0.37; frontal area ~2.6–2.7 m² (typical for class) |
Transmission and Driveline
| Item | Detail |
|---|---|
| Automatic | A750F 5-speed automatic, gated selector |
| Ratios (1st → 5th / Rev) | 3.52 / 2.04 / 1.40 / 1.00 / 0.72 ; Rev 3.22 (typical A750F) |
| Final drive | ~3.73–3.91 (varies by trim/tow package) |
| Transfer case | Multi-mode, 2H / 4H (open) / 4H (center diff locked) / 4L (locked) |
| Center differential | Lockable (planetary type) with electronic control |
| Traction aids | A-TRAC (brake-based traction), VSC stability control, ABS/EBD |
Chassis and Dimensions
| Item | Detail |
|---|---|
| Platform | Body-on-frame (120-series) |
| Suspension — front | Double wishbone, coil springs, gas shocks |
| Suspension — rear | Solid axle, 4-link with Panhard rod, coil springs |
| Steering | Rack-and-pinion, hydraulic assist |
| Brakes | 4-wheel discs; front ventilated |
| Wheels/tyres (typical) | 16–18 in alloys; 265/70R16 or 265/65R17 packages common |
| Overall length | ~4,750 mm (187.0 in) |
| Width (mirrorless) | ~1,875 mm (73.8 in) |
| Height | ~1,790 mm (70.5 in) |
| Wheelbase | 2,790 mm (109.8 in) |
| Ground clearance | ~244 mm (9.6 in) |
| Approach/departure | ~30° / ~26° (varies by trim/bumper) |
| Curb weight | ~1,940–2,065 kg (4,280–4,550 lb) |
| GVWR | ~2,675–2,800 kg (5,900–6,170 lb) |
| Turning circle (curb-to-curb) | ~11.2 m (36.7 ft) |
| Cargo volume | ~1,335 L (47.2 ft³) seats up; ~2,212 L (78.1 ft³) seats down |
Fluids and Capacities
| System | Spec | Capacity (approx.) | Notes / Key torque values |
|---|---|---|---|
| Engine oil | SAE 5W-30, API SL or later | 5.5–5.7 L (5.8–6.0 qt) with filter | Drain plug ~40 Nm (30 lb-ft); filter housing hand-tight + 3/4 turn |
| Coolant | Toyota Super Long Life (pink) | ~9–10 L (9.5–10.6 qt) | Replace gasket on drain cock; bleed with heater on HOT |
| Automatic trans | Toyota ATF WS | Pan drop ~3.5–4.0 L (3.7–4.2 qt) | Pan bolts ~8–10 Nm; fill to temp (scan tool or temp method) |
| Transfer case | Toyota ATF T-IV (typical for HF2A) | ~1.1–1.5 L (1.2–1.6 qt) | Fill/drain plugs ~39–49 Nm (29–36 lb-ft) |
| Front differential | 75W-90 GL-5 | ~1.4–1.6 L (1.5–1.7 qt) | Fill before drain final torque; plugs ~39–49 Nm |
| Rear differential | 75W-90 GL-5 | ~3.0–3.2 L (3.2–3.4 qt) | If factory locker present, follow specific procedure |
| Brake fluid | DOT 3 | As required | Flush every 2 years; reservoir cap snug only |
| Power steering | Dexron III or equivalent ATF | As required | Inspect hoses for sweating |
| A/C refrigerant | R-134a | ~500–600 g (1.1–1.3 lb) | Oil ND-OIL8 (PAG 46), as specified |
Performance and Economy
| Metric | V6 4WD (typical) |
|---|---|
| 0–60 mph (0–100 km/h) | ~7.8–8.2 s |
| Top speed | ~112–115 mph (180–185 km/h) |
| Towing (braked) | Up to 5,000 lb (2,268 kg) with proper equipment |
| Payload | ~1,100–1,400 lb (500–635 kg), by trim |
| Roof load | ~100–150 lb (45–68 kg) dynamic |
| Fuel economy (EPA est.) | ~16–17 mpg city / 20–21 mpg hwy (14.7–13.9 / 11.2–11.2 L/100 km) |
| Real-world highway @ 75 mph (120 km/h) | ~18–20 mpg (13.1–11.8 L/100 km), wind/tyres dependent |
Notes: Dimensions, weights, and capacities vary with trim, options, and hitch packages. Always verify on the vehicle’s placards and official service information.
Trims and Options, Safety and Driver Assistance
Trim walk (2005 V6 4WD)
- SR5: The volume model. Cloth seats, 16-in wheels, black exterior trim, manual climate, power features, stability/traction control, keyless entry, roof rails. Options commonly add fog lamps, upgraded audio, and convenience packages (moonroof, power driver seat).
- Sport Edition: SR5 content plus hood scoop, smoked accents, unique wheels, sport seats, silver trim, and the X-REAS cross-linked shock absorbers for reduced roll and pitch. Typically includes larger wheels/tyres and performance-oriented suspension tuning.
- Limited: Leather, dual-zone auto climate control, JBL audio, heated power seats, wood-tone accents, 17–18-in wheels, full exterior color-keying, and more sound insulation. Many Limiteds also carry convenience tech like a HomeLink mirror and optional navigation.
Mechanical/functional differences
- Suspension: X-REAS (Sport/Limited option) hydraulically links diagonally opposed shocks to reduce body motion; replacement cost is higher than standard shocks but handling is flatter.
- Wheels/tyres: SR5 often on 16-in; Sport/Limited step to 17–18-in. Larger wheels stiffen impacts slightly and can change snow/trail performance; 16-in offers taller sidewalls for off-road.
- Driveline: V6 4WDs have the multi-mode transfer case (2H/4H/4L, lockable center). A factory rear differential lock is rare on this year; most rely on A-TRAC. Tow prep adds wiring, trans cooler (as applicable), and higher-capacity alternator.
Quick identifiers
- VIN engine code “1GR” for the V6; build plate lists axle/trans codes. Sport’s hood scoop and graphite trim are obvious; Limited’s color-keyed cladding and leather cabin stand out.
- Wheel design, X-REAS lines at shock bodies, and JBL speakers help confirm equipment without digging into VIN data.
Safety ratings and equipment
- Structure/restraints: Dual-stage front airbags; available side and side-curtain airbags across rows. Three-point belts at all seating positions; LATCH anchors in the rear outboard seats.
- Active safety: ABS with EBD, brake assist, stability control (VSC), traction control (A-TRAC).
- Ratings: Fourth-gen 4Runner achieved solid ratings in key crash tests of the era; later test protocols grew stricter, so compare within period context.
- Service/ADAS calibration: No radar-based AEB or lane systems on this year, simplifying collision repairs. After any airbag or seatbelt work, follow SRS initialization procedures; after alignment/suspension work, perform steering angle zero-point calibration if required by the service manual.
Year-to-year notes affecting equipment
- The 2005 update brought the 5-speed automatic to the V6, plus running changes to electronics and trim content. The larger cosmetic refresh and rating standard changes happened later, but the 2005 model already benefits from improved drivability over 2003–2004.
Reliability, Common Issues and Service Actions
Below is a field-based view for aging 2005 4Runner V6 4WDs, with prevalence and cost guidance. Mileage references assume typical North American use.
Powertrain (ICE)
- Water pump seep / pink crust at weep hole (common, medium):
Symptoms: Sweet smell, coolant residue near pump, slow coolant loss.
Cause: Seal wear with age.
Fix: Replace pump and thermostat; fresh SLLC coolant; inspect idler pulleys. Often paired with drive belt renewal. - Secondary air injection (less common, medium):
Symptoms: Intermittent CEL, cold-start pump noise, P0418–P2445 range of codes (varies by calibration).
Cause: Pump/valve moisture intrusion or carbon.
Fix: Replace pump/valve as needed; ensure updated parts/revised hoses where specified. - Intake gasket vacuum leak (occasional, low):
Symptoms: Rough cold idle, lean codes.
Cause: Shrinkage/hardening of gaskets.
Fix: Replace upper plenum gaskets; verify MAF and PCV function.
Transmission/Driveline
- A750F “sealed” service neglect (common, medium/high if ignored):
Symptoms: Harsh or delayed shifts, flare under load, shudder at low speed.
Cause: ATF WS aging; high thermal load when towing.
Fix: Temperature-correct fluid level set; drain/fill or exchange with WS; add auxiliary cooler if towing in hot climates. Pan gasket/strainer service if contaminated. - Transfer case not used (common, low/medium):
Symptoms: Binding feel, reluctance to engage 4H/4L.
Cause: Dried actuators/clutches from lack of exercise.
Fix: Cycle 2H↔4H monthly; service ATF; actuator service if codes present. Avoid engaging lock on dry pavement. - Front/rear diff weeps (occasional, low):
Symptoms: Dampness at pinion or cover, humming at speed.
Cause: Aged seals or low oil.
Fix: Replace seals; set pinion preload properly; refill with 75W-90 GL-5 to spec.
Chassis/Body
- Frame and underbody corrosion (region-dependent, high severity):
Where: Rear lower control arm mounts, fuel tank straps, brake lines, body mounts, radiator support.
Fix: Scale removal, rust converter, cavity wax, undercoat; structural rust requires professional repair or vehicle avoidance. - X-REAS leaks (Sport/Limited) (occasional, medium/high):
Symptoms: Oily shock bodies, floaty ride, diagonal oscillation.
Fix: Replace X-REAS components or convert to conventional shocks/struts as a set; alignment after. - Rear hatch glass and window regulator (occasional, low/medium):
Symptoms: Rear window slow or inoperative.
Fix: Regulator/motor replacement; verify glass run channels and defogger wiring.
Electrical
- Combination switch and HVAC illumination (occasional, low):
Bulb/LED failures; inexpensive fixes. - Airbag control module recall campaigns (applicable, dealer remedy):
Verify completion by VIN; repairs are performed free if open.
Best pre-purchase checks
- Run the official VIN recall/field service check.
- Lift the truck: inspect frame rails, crossmembers, rear suspension mounts, fuel/brake lines, and the spare-tyre hoist area.
- Confirm smooth operation of 4H/4L and center diff lock (straight road, low speed) with no warning lights.
- Check for coolant crust, trans shudder, and any diff/transfer case seepage.
- Listen for front wheel bearing growl and rear control arm bushing clunks over sharp bumps.
- Inspect X-REAS (if fitted) for leaks; price the truck accordingly if converting to standard shocks.
Maintenance and Buyer’s Guide
Baseline maintenance schedule (time/distance, whichever comes first)
- Engine oil & filter: Every 5,000 mi (8,000 km) / 6 months; SAE 5W-30.
- Engine air filter: Inspect at 15,000 mi (24,000 km); replace ~30,000 mi (48,000 km) or sooner if dusty.
- Cabin filter: 15,000–20,000 mi (24,000–32,000 km) or annually.
- Spark plugs: Iridium; 90,000–100,000 mi (145,000–160,000 km). Torque ~18–21 Nm (13–15 lb-ft) on clean, dry threads.
- Coolant (SLLC): 100,000 mi (160,000 km) / 10 years first; then every 5 years/50,000 mi (80,000 km).
- Automatic transmission (WS): Inspect fluid; service 60,000–90,000 mi (96,000–145,000 km) under mixed/tow use. Use temp-check procedure; avoid overfill.
- Transfer case (ATF T-IV) & differentials (75W-90): 30,000–50,000 mi (48,000–80,000 km) if towing/4WD used often; otherwise 60,000 mi (96,000 km).
- Brake fluid (DOT 3): Flush every 2 years.
- Power steering fluid: Inspect annually; refresh 60,000–90,000 mi (96,000–145,000 km).
- Drive belt: Inspect each oil change; replace 60,000–90,000 mi.
- Tyre rotation & alignment check: 5,000–6,000 mi (8,000–10,000 km); set pressures to door-jamb values.
- Axle/prop shaft service: Grease serviceable U-joints/splines every 15,000–30,000 mi (24,000–48,000 km).
- Battery (12 V): Load test annually after year 4; typical life 5–7 years.
- Valves: 1GR-FE uses shim-over-bucket; no periodic adjustment if quiet and trims are normal—inspect if misfire/compression deviations arise.
Fluid cheat sheet
- Oil: 5W-30 API SL/SN; ~6.0 qt with filter.
- ATF: Toyota ATF WS (trans); ATF T-IV (transfer case, typical).
- Diffs: 75W-90 GL-5; friction modifier not needed unless locker notes specify.
- Coolant: Toyota SLLC (pink), premixed.
- Brake: DOT 3; DOT 4 acceptable if compatible and flushed thoroughly.
Essential torque references (selected)
- Engine drain plug: ~40 Nm (30 lb-ft)
- Diff/transfer case fill & drain: ~39–49 Nm (29–36 lb-ft)
- Wheel lug nuts: ~113 Nm (83 lb-ft)
- Front caliper bracket bolts: ~123 Nm (91 lb-ft)
- Rear lower control arm frame bolts: ~160–180 Nm (118–133 lb-ft) (verify by VIN)
Buyer’s guide — what to favour/avoid
- Seek: Clean-frame trucks from dry climates; documented fluid changes (ATF, diffs, transfer case); evidence of 4WD system exercise; recent cooling system service; tyres with even wear; fresh shocks or a planned conversion if X-REAS is leaking.
- Approach carefully: Heavy northern corrosion; persistent transmission shudder with no fluid history; neglected coolant (original hoses, swollen radiator end tanks); warning lights for VSC/A-TRAC that hint at wheel-speed sensor or yaw sensor faults; significant aftermarket lifts without alignment printouts.
- Cost planning: Budget for tyres ($700–1,200), full fluid service ($300–600 DIY; $700–1,100 shop), front wheel bearings if noisy ($450–900), and shock/strut refresh ($500–1,800 depending on X-REAS vs standard).
Durability outlook
With routine fluid care, rust prevention, and normal wear items addressed, 1GR-FE/A750F drivetrains commonly surpass 200,000–300,000 miles (320,000–480,000 km). Most long-term failures trace to corrosion or deferred fluids rather than inherent design flaws.
Driving and Performance
Ride, handling, NVH
The 4Runner’s independent front suspension and long wheelbase deliver stable highway manners. Steering is medium-weight and linear; on-center feel is truck-like but predictable. Body roll exists—this is a tall, ladder-frame SUV—but the optional X-REAS system noticeably checks pitch and roll in quick transitions. On rough two-lane pavement, standard shocks ride more gently over sharp edges, while X-REAS feels tauter. Cabin noise is modest for the class: wind rush around the A-pillars and tyre hum are the main contributors at 70–75 mph (113–120 km/h).
Powertrain character
The 1GR-FE’s broad torque curve suits mixed use. Throttle response is crisp off idle, and the 5-speed A750F keeps the V6 in its sweet spot without constant hunting. Kickdowns are decisive; the tall overdrive drops cruise rpm, reducing cabin drone and improving economy. Compared with the V8, the V6 is lighter over the nose and feels a touch more eager in midrange passing, though peak towing grades will show the V8’s torque advantage.
Efficiency and real-world numbers
Expect around 16–17 mpg city and 20–21 mpg highway (14.7–13.9 / 11.2–11.2 L/100 km) in stock form with OE-size tyres. At a steady 75 mph (120 km/h), many owners report 18–20 mpg (13.1–11.8 L/100 km), with roof racks, aggressive tyres, lifts, and headwinds each shaving 1–3 mpg. Winter blends and short trips lower city results further. Keeping tyres at door-jamb pressures and using 2H on dry pavement help economy.
Key metrics that matter
- 0–60 mph: ~8 seconds with a healthy V6 and stock tyres.
- 50–80 mph passing: Confident in 4th; downshift to 3rd for short merge ramps.
- Braking: Predictable, linear pedal; fresh fluid and quality pads maintain consistency on mountain descents.
- Turning circle: ~36–37 ft—easy to place in parking lots for the class.
Traction and control
In snow and on gravel, the multi-mode 4WD shines. Use 4H (unlocked) for variable grip; lock the center differential when surfaces are uniformly slippery; select 4L for technical terrain. A-TRAC uses brake pulses to tame spinning wheels—effective for cross-axle situations if you maintain steady throttle. Tyre choice dominates off-road outcomes: all-terrains transform traction and sidewall protection compared with highway tyres.
Towing and load behaviour
At 3,500–5,000 lb (1,590–2,268 kg), stability remains good with a weight-distributing hitch, proper tongue weight (10–12%), and fresh shocks. Expect a 15–30% fuel-economy penalty at 60–65 mph (97–105 km/h); downshifts on long grades are normal. Monitor transmission temps if heavily loaded in heat; an auxiliary cooler is inexpensive insurance for frequent towers.
How 4Runner Compares to Rivals
Honda Pilot (2005)
Pilot offers a unibody platform with a smoother ride, lower cargo floor, and better everyday fuel economy. Its AWD system, however, lacks low range and sustained heat tolerance in heavy towing or extended trail work. If your driving is suburban with occasional snow, Pilot is easy to live with; for remote trails and towing, 4Runner’s ladder frame and 4WD hardware give it the edge.
Ford Explorer (2005)
Explorer matches 4Runner’s ladder-frame construction and tow friendliness, with V8 options delivering strong torque. Long-term reliability and resale typically favor Toyota, and the 4Runner’s multi-mode 4WD and simpler maintenance regime (no timing belt on the V6) are advantages. Explorers may be cheaper to buy but can cost more to keep at peak condition as they age.
Nissan Pathfinder (2005)
Pathfinder’s 4.0-liter V6 and available low range make it a direct competitor. It’s more athletic in steering feel but has a reputation for specific drivetrain issues in these model years (which savvy buyers must vet). The 4Runner’s interior materials age more gracefully, and corrosion resistance is similar—both need thorough underbody checks.
Jeep Grand Cherokee (2005 WK)
Jeep brings strong off-road credentials, available V8 power, and advanced 4×4 systems. The 4Runner counters with a reputation for durability and lower lifetime repair frequency. If you prioritize rock-crawling tech and short-wheelbase maneuverability, Jeep is compelling; for all-season family duty with fewer long-term surprises, 4Runner keeps the advantage.
Bottom line
Shoppers who truly need a low-range 4WD, body-on-frame toughness, and Toyota’s longevity will find the 2005 4Runner 4WD a balanced choice. If you seldom tow or venture off-pavement, a lighter unibody SUV may ride softer and use less fuel.
References
- 2005 Toyota 4Runner Owner’s Manual 2005 (Owner’s Manual)
- Fuel Economy of 2005 Toyota 4Runner 2005 (Official Ratings)
- Toyota 4Runner 4-door SUV (2005) Ratings 2005 (Safety Rating)
- NHTSA Recalls 2005 (Recall Database)
Disclaimer
This guide is for informational purposes only and is not a substitute for professional diagnosis or repair. Specifications, torque values, intervals, and procedures vary by VIN, market, and equipment; always verify against your vehicle’s official service literature and labels. If you found this helpful, please share it with other enthusiasts on Facebook or X/Twitter to support xcar’s work.