Latest news with #4Runner
Auto Blog
15-07-2025
- Automotive
- Auto Blog
Do You Have to Be an Off-Roader to Daily a 2025 Toyota 4Runner TRD Pro? My Thoughts After Reviewing It
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. What does it take to tame the 4Runner? Off-road-ready SUVs are becoming increasingly popular, especially after the revival of the Ford Bronco, Toyota Land Cruiser, Land Rover Defender, and the Scout Harvester or Traveler. Nissan quietly revealed it's developing a new XTerra and Toyota's reportedly bringing back the FJ Cruiser, only adding more fire to the off-road blaze. The Bronco, Land Cruiser, original 4Runner, and Land Rover were designed as part-time 4WD passenger cars with a comfy ride, acceptable fuel economy, and cargo space–so if you didn't take them strictly off-road, they'd still be suitable to drive every day. The Ford Mach 4 could be the brand's first sedan since 2020 Watch More Then, Toyota made the 4Runner hybrid-only for 2026, packed with the company's i-FORCE MAX 'performance' hybrid setup, made to enhance a vehicle's ability to tow or handle off-road. It does this by enhancing torque in the low end to give it an extra edge when more power is needed. The TRD Pro trim level, which is a step below the Trailhunter (but oddly the same price), is designed for desert running, rock crawling, and pretty much anything you can throw at it. Source: Kristen Brown Before I dive too deeply, I need to preface this by saying that I've been an avid off-roader for a very long time, before I even got my driver's license. If it wasn't dirt bikes, it was ATVs, and if it wasn't ATVs, it was going for long drives with my dad in his old 4x4s. My husband and I each have our own dedicated off-roader, so it's very much a part of my identity. I became comfortable with the 4Runner's ride quality, features, and off-road prowess pretty quickly. However, not everyone buys a 4Runner for its rock-crawling capabilities. Others buy it for its reliability, cargo space, and 4WD system for just-in-case reasons. So, what if you bought it for looks? Could you drive it every day comfortably, without ever shifting the transfer case? Let's dig in. The interior is off-road-centric, but not in an intimidating way With a name like the 4Runner TRD Pro, you'd think opening the driver door would lead to a militaristic, bare-bones SUV. But that's not the case at all. Historically, I'd critiqued Toyota interiors for their cheap-feeling all-black plastic layouts that didn't seem to change unless you bought the top-of-the-line, but this one was different. There were contrasting colors, camo-patterned leather seats, plenty of textured grab handles, a plethora of buttons and switches, and a gorgeous 10-inch infotainment screen. Stepping into the 2025 Toyota 4Runner TRD Pro almost felt luxurious, which was such a welcome change from the previous generation. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Source: Kristen Brown The user interface was easy to decipher, settings were just as simple to locate and customize, and the digital gauges were just like those in other Toyotas I've tested–nothing confusing, complicated, or difficult to access. I did encounter the typical connectivity issues that come with new Toyotas and Android Auto, but I believe those can be fixed with an update. Otherwise, the JBL sound system—mine had a dedicated subwoofer—was crisp and adaptable. No matter what I was listening to, it was a great overall sound. For a body-on-frame SUV with all-terrain tires and stiffer TRD-tuned suspension, the ride in the cabin was quiet enough for my toddlers to sleep peacefully. The sunroof was small compared to other SUVs of its size, but it was big enough to let in some natural light to open everything up a bit. My favorite part was the driver's seat. It was way more comfortable than you'd assume at first glance. There was always a place to put my elbow, and thankfully, the armrest on the center console was soft and a great size, not firm and small like other off-roaders. The steering wheel was large, but my husband had issues with the ridges around the 'TRD' logo, since it cut into his hands (which are admittedly sensitive) while he was driving it off-road for me to photograph. The passenger seat was just as comfortable, and I really appreciated the large windows, high seating position, and legroom. I scooted my seat far enough for my toddler not to be able to kick the back of it, without cutting into my overall legroom. Source: Kristen Brown Based on the interior quality, seat comfort, visibility, creature comforts, and design, I could easily see myself making grocery runs in this instead of trail trekking. Mileage isn't great, but it's better than most As I mentioned before, the i-FORCE MAX hybrid system isn't going to get you stellar MPG ratings. It's meant to increase performance in the lower range of the power band, particularly when towing or going off-road. It helps get better mileage around town, but the only time the engine wasn't used during my test drive was when I was stopped or slowing to a stop. Otherwise, it seemed like the engine was always on. Source: Kristen Brown Therefore, I was averaging around 17 mpg around town, which isn't the worst for a 5,455 lbs SUV with a 2.4-liter turbocharged four-cylinder as the gas engine. But it's also not the greatest. I fear many will fall for the 'hybrid' label and then be shocked when it doesn't perform as well as their dad's RAV4 hybrid. So, just don't go into buying one thinking the mileage is going to be stellar. For the sake of comparison, my sister's 2023 4Runner TRD Sport with the 4.0-liter V6 gets the same MPG. Take that as you may. When we compare it to the SUVs it competes against, though, it's right on par. The Jeep Wrangler and Ford Bronco get notably worse mileage. My Jeep is from 2006, so we don't talk about how horrible my mileage is. It's our household's Fight Club. Cargo space was perfect for everyday needs If you aren't packing the trunk, backseats, or stock roof basket full of camping gear, there's plenty of space for other items. I had no problem packing it full of my camera gear, children's toys, a stroller, and a diaper bag. When I had my husband in the car and he carried his filming gear, we both appreciated how large the center console is and how many different options both the driver and passenger had to store items. Every door–even the rear doors–had dedicated water bottle holders and storage pockets. Everyone had a charging port, too. It was easy to see that the 4Runner was made to be comfortable, on tarmac or otherwise. Source: Kristen Brown The only thing I had a mild gripe with was the added height the hybrid battery added to the trunk. It eats up a few inches of vertical space, and loading things required a little more effort because the trunk's floor was higher up. During my loan, my husband wanted me to swap his winter tires for his summer tires and asked me to bring them to the shop where he works. All four tires fit just fine; I didn't even have to use the factory tubular roof rack. However, those few extra inches I had to clear to get them in the trunk were a tad annoying. That said, this would definitely be something I'd get used to over time. Source: Kristen Brown The integrated compressor that my husband loved so much was built into the right wall beautifully, taking up no space, and the hose for it was hidden under the carpet towards the tailgate. Off-roaders and overlanders would benefit the most from that feature, but it can come in handy any time. If you're not an off-roader, the TRD Pro trim is an expensive choice The Toyota 4Runner is expensive, no matter how you slice it, unless you start with the base trim. The base SR5 trim starts at $41,270, and while it still comes with the things that make the TRD Pro a nice truck, like a 9-inch touch screen and 4WD, it doesn't come with leather seats or a fancy sound system. You'd essentially be getting a sugar-free version of the 4Runner, which still isn't a bad choice. The TRD Pro and the Trailhunter are both $67,400, which is quite a bit more expensive because they're purpose-built instead of generally built like the SR5. So, if you buy it specifically for the way it looks and don't intend on taking it off-road, that's an expensive choice. Especially when you can modify an SR5 to have similar looks to the TRD Pro for a lot less. Source: Kristen Brown If you want something rugged but fancy, consider the Limited or Platinum trims, because they still have off-road features, but the interior styling is geared towards those who appreciate the finer things in life. The Limited leans on a silver or chrome theme, with a silver grille, silver wheels, and silver badging, while the Platinum plays into the dark theme. Blacked-out grilles, black wheels, and black badging accentuate everything beautifully. Though, since I am an avid off-roader, the trim I'd pick is the Trailhunter, largely for those handsome model-specific bronze baja-inspired wheels. Final thoughts You can't go wrong with any trim level of the 4Runner. My little sister's 2023 4Runner TRD hasn't been off-road much, but it's come in handy for her many times, especially when she lived in the mountains. She loves the daily drivability and the choice she has to go off-road if the opportunity presents itself. Aside from people like my husband and me, a lot of buyers are like her, who want the option to go off-road but don't necessarily seek it out. I feel like it's a similar mindset to those who buy Subarus or any other AWD or 4WD car. Source: Kristen Brown To answer the original question: no, you don't need to be an off-roader to benefit from the features on the TRD Pro. But you would benefit the most as an off-roader. It's an expensive SUV to let rot in a parking lot or garage instead of using it as it was intended: to blaze trails, reach remote campsites, cross creeks, and rock crawl on the way back to the highway. The TRD Pro was my first 4Runner, and it was a great way to be introduced to the famed moniker. About the Author Kristen Brown View Profile
Miami Herald
14-07-2025
- Automotive
- Miami Herald
Leasing a New Toyota 4Runner in July Might Be Cheaper Than You Thought
Toyota is making the fresh new 4Runner an even more attractive prospect with its July 2025 lease deal. Shoppers can take home the 2025 Toyota 4Runner for as low as $439 per month for 36 months with only $3,999 due at signing. You'll get 12,000 miles per year for a total of 36,000 miles when your lease expires, which is a nice leg up over the usual 10,000-mile leases we see advertised. It is essential to note that this offer doesn't include local taxes and other fees, and it appears to be valid only in the Southwestern US, such as the Phoenix metro area. That said, other markets have attractive lease offers for the 2025 Toyota 4Runner in July 2025, too. Midwest markets, including Chicago, can enjoy a competitive $499 per month lease for 36 months and just $2,999 due at signing before local taxes and fees. However, it's important to note that Toyota advertises this as a 10,000-mile-per-year lease. Other markets, like the New York metro, the Pacific Northwest, including Seattle and Portland, and the greater Los Angeles area, must make do with a $591 monthly payment with $3,241 due at signing and a 12,000-mile per year limit. Those markets must also step up to the more powerful 2025 4Runner i-Force Max model. Nationally, the SUV is advertised at $788 per month for 36 months, with a down payment of $3,438 due at signing, and includes 12,000 annual miles. It's best to check out the latest Toyota 4Runner lease deal at Toyota's website for the most current offers. Toyota produced the last-generation 4Runner for a decade and a half, so this is a huge step up from last year's model. While primarily known for stalwart reliability and relatively unflappable off-road chops, the Toyota 4Runner is also now thoroughly modern. Even the standard trim comes with Apple CarPlay/Android Auto compatibility, blind-spot monitoring, and a tow-hitch receiver. More expensive and more powerful i-Force Max models get a 326-horsepower hybrid powertrain that adds a lot of kick and some complexity. If you'd like to part with less cash when you're signing your new lease, you'll spend a little bit more. By dividing the amount due at signing by the term (36 months), we can roughly estimate what a 2025 Toyota 4Runner lease will look like with zero down payment. The Southwestern states can snag one for around $550 per month, and the Midwest markets can take one home for around $582. Other markets are looking at a monthly payment closer to $681 per month, while the hotter i-Force Max models will cost around $884 per month. These figures all exclude local taxes and fees, and aren't official estimates from Toyota. The newest 4Runner is arguably the best yet if you're looking for a balance of old-school and new-school features. It features a body-on-frame construction that, these days, is super rare. However, it also comes equipped with the latest technological wizardry, such as Apple CarPlay. That duality contributes to the truck's overall charm, though, and these most recent lease offers make the truck an even better buy. That's especially true if you can snag one in the Southwest or pick up an i-Force Max model. *Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Motor 1
07-07-2025
- Automotive
- Motor 1
‘You're Gonna Cost Yourselves Thousands:' Expert Reveals the Real Reason You Can't Custom Order a Toyota. Is There a Workaround?
A car expert is warning shoppers that if you're trying to custom-order a Toyota (or Honda), you're wasting your time, and possibly thousands of dollars. Vehicle purchase consultant Tomi Mikula (@tomislavmikula) claims the issue isn't demand, but the allocation system that gives dealers little to no control over builds. 'If you've even considered buying a Toyota or a Honda, you'll probably run into crazy wait times, like a two-and-a-half-year waitlist on a 4Runner TRD Pro, or a year waitlist on a Sienna, or a six-to-eight-month wait list on a Grand Highlander,' he said in the clip that's been viewed more than 220,000 times. According to Mikula, Toyota and Honda don't offer true custom ordering, unlike some competitors. While manufacturers like BMW and Ford allow buyers to spec vehicles from the ground up, with dealerships submitting those configurations directly to the factory, Toyota and Honda primarily rely on an allocation system , which pre-assigns vehicles to dealers based on historical sales data and regional demand. Rather than submitting individual customer builds to the factory, Toyota dealers receive batches of pre-configured vehicles every two weeks. Buyers can 'build' a car on the Toyota website, but that doesn't mean the factory will make it. As Mikula puts it: While some dealers may request changes to their allocation, Mikula claims those requests are often denied, especially for popular trims or color combinations. Toyota has publicly acknowledged the use of this allocation model in past dealership communications. Waitlists Can Be Misleading The result, Mikula says, is that many Toyota and Honda buyers are unknowingly placed in a queue that may never deliver what they want. For example, he said Toyota's 4Runner TRD Pro, Sienna, and Grand Highlander are all in high demand, with online estimates of wait times ranging from six months to two years depending on the region and configuration. But allocation-based matching means that if your preferred build doesn't show up in the next batch, or a salesperson overlooks your request, you're likely to be skipped . Worse, Mikula says, sales staff may prioritize buyers who walk in ready to sign, over customers already on a deposit list. Dealers Have Little Incentive to Prioritize You According to Mikula, one reason the system leads to long wait times is that there's no centralized way to match every customer's preferences to incoming cars. It's up to dealership staff to manually sort deposit lists against incoming allocation lists. Errors, forgetfulness, or simple laziness can result in missed customers. 'I can tell you the amount of times that I've heard horror stories from dealerships that just lost their name on a list completely,' he said. BMW and Others Offer True Customization By contrast, automakers like BMW, Mercedes-Benz, and Ford offer build-to-order systems that give dealerships 'slots' with the factory. Customers can spec a car exactly how they want—paint color, interior trim, packages, even wheel design—and the factory builds that configuration. Brands like Ford and Ram encourage factory ordering via Build & Price tools, and customers often receive a Vehicle Identification Number (VIN) within weeks. That VIN ties to the exact vehicle being built, and buyers can track it through production. Mikula's advice: 'You do not want to put a deposit on a car unless you can actually get a VIN and a window sticker.' How to Protect Yourself as a Buyer To avoid frustration, Mikula recommends a few tips for Toyota and Honda shoppers: Don't assume the website's 'Build' tool leads to a factory order. It's often just a wishlist. Ask for a VIN and window sticker before placing a deposit. Clarify your flexibility. If you're OK with alternative colors or missing one minor feature, let the dealer know—don't get skipped. Negotiate pricing up front. Dealers have more leverage once you've waited six months and are emotionally invested in the vehicle. Shop around. Some dealers manage allocation lists better than others. Mikula says his average Sienna client waits 30–60 days, while the national average is 8+ months. We've reached out to Mikula for comment. We'll be sure to update this article if we hear back. Now Trending 'What in the World Should I Do?': Woman Takes Her Chevrolet Into the Body Shop to Fix a Dent. Then She Gets It Back 'We Never Did That at My Shop:' AutoZone Worker Says it 'Hurts His Soul' Whenever a Customer Requires Him to Do This. Why? Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
National Geographic
02-07-2025
- National Geographic
The wild is a playground
At Bend Whitewater Park, locals and visitors gather to surf, paddle, and watch the action—turning this stretch of the Deschutes into a shared space for outdoor community and connection. Photograph by Jody Macdonald Story and photographs by Jody MacDonald There's a misconception that play is frivolous. That it's something you grow out of when you get older and life gets more serious. But in the wild, play is essential. It's how we learn, how we adapt, how we connect with something far greater than ourselves. And for me, the wilderness has always been my playground not in the sense of ease or safety, but in the freedom it gives me to move, to test my limits, and to create without constraint. That's exactly what brought me to the wilderness around Bend, Oregon. This place sits at the crossroads of landscapes: desert, forest, river, and alpine. One moment, you're walking across lava rock shaped by ancient eruptions; the next you're paddling a glassy alpine lake with snow-dusted peaks towering above you. It's rare to find this much geographic variety so tightly packed into a single region. For someone like me who's constantly chasing light, stories, and moments in motion, it's one of my favorite playgrounds. As an adventure photographer, I've spent the better part of my life chasing wild, remote places. I've come to learn that wilderness isn't just where we escape, it's where we return to something essential. And in Bend, that essence isn't only about discovery, challenge and to disconnect but is also about play. Still from National Geographic CreativeWorks I came here to spend a week reconnecting with the land, with myself and with that instinct to play. I loaded up my Toyota 4Runner just before first light. Kayak strapped to the roof. Camera gear stowed in the back. A cup of coffee riding shotgun. I had a loose plan and a sharpened sense of curiosity, two things that have always served me better than a fixed itinerary. The first stop was Crane Prairie Lake. It's one of those quiet places that catches you off guard. There's something about paddling across still water before the wind picks up, before the day gets loud, that resets your internal pace. Mist hovered low across the surface, and the glassy water caught the first strokes of morning light. I paddled slowly, letting rhythm find me. My camera was tucked in a dry bag just in case the light turned dramatic. Calm mornings on Crane Prairie Lake offer the perfect contrast to high-adrenaline adventures—inviting a slower kind of play in Central Oregon's natural playground. A lone osprey circled overhead. The only sounds were my paddle cutting through water, the distant calls of geese, and the creak of the boat. Out here, I have the freedom to move at the pace of my curiosity. To observe. To respond. To wonder. Later in the morning, I pull my gear back into the 4Runner and hit the road again, switching out of lake mode and following a hunch back toward town. Bend isn't just surrounded by wilderness, it's woven into it. By noon, I was parking next to the Bend Whitewater Park, camera slung over my shoulder and board under my arm. Going from paddling across silence at sunrise to surfing a standing wave by lunch feels a bit surreal, but that's what makes this place so compelling. The river runs straight through town, and locals have carved out a kind of aquatic skatepark, engineered waves where people come to play, wipe out, and try again. At Bend Whitewater Park, the Deschutes River becomes a playground for surfers and kayakers alike—offering manmade waves and natural flow right in the heart of town. I watched for a while from the bank, kids, river rats, weekend warriors, all taking their turns. Laughing, crashing, cheering each other on when someone caught a wave. Then I got in. The water was colder than expected. Fast. Forceful. It knocked me down more times than I can count but that's the point. That's the joy of it. The freedom to experiment. The freedom to get it wrong. In between rides, I grabbed my camera and shot from the riverbank, spray in the air, sunlight bouncing off the water, laughter and expressions caught in that split-second balance between chaos and control. By late afternoon, I was back in the 4Runner, soaked, scraped up, grinning. I took a detour down a forest road and found a quiet pull-off overlooking the Cascades. The dust kicked up behind me and settled slowly as I unpacked gear and dinner, tailgate down, camera batteries charging off the built-in inverter. Still from National Geographic CreativeWorks That night, I pulled a sleeping bag and stretched out under the stars. South Sister glowed in the distance. The hum of a river echoed faintly below. And I just lay there, thinking about how rare it is to be in a place that lets you move like this, from silence to adrenaline, solitude to community, paddle to board, all in one day. That's what a true playground is. A space that invites unstructured, instinctive, joyful interaction with the world around you. No fixed rules. Just open-ended possibilities. The wild around Bend, Oregon, is that kind of space. And for me, play is everything. It's how I connect with the land. It's how I see. It's how I create. Whether I'm climbing, paddling, hiking or chasing light with my camera, the wilderness responds to my curiosity. It challenges me, surprises me and teaches me to adapt.
Motor Trend
02-07-2025
- Automotive
- Motor Trend
Moab Off-Road Challenge: Putting the Toyota Land Cruiser, 4Runner, and Tacoma Through Hell
The Utah off-road trail known as Hell's Revenge begins the same way an airplane flight does. The windshield fills with blue, and the world visible through the side windows slowly shrinks away as you climb into the sky, here on a slender fin of Navajo sandstone. It's a weird sensation in the car. Unable to see the earth beneath your tires, your brain fires pangs of existential panic even though you're moving on solid ground at a walking pace. The article reviews Toyota's 4Runner, Land Cruiser, and Tacoma on Moab's Hell's Revenge trail, highlighting their off-road capabilities. Despite challenging terrain, these factory models excel with features like front-facing cameras and Crawl Control, proving accessible off-roading is within reach. This summary was generated by AI using content from this MotorTrend article Read Next The climb out of the Sand Flats Recreation Area parking lot puts you in a Martian landscape where ancient aliens once roamed. Millions of years before we set out for an afternoon picnic in a convoy of $60,000 and $70,000 trucks, dinosaurs trekked through this area, leaving behind three-toed footprints you can still see today. Hell's Revenge is the quintessential Moab trail—challenging, fun, and stunningly beautiful. It's the perfect place to show off Toyota's quintessential off-roaders, the 4Runner, the Land Cruiser, and the Tacoma. Drive these trucks on this trail, and you come away with genuine respect for what a bone-stock factory off-roader can do and where it can take you. You can't fly to Mars, but you can drive through Moab, Utah, and that's kind of the same thing. Shortly after takeoff, the trail drops into Lake Michigan, a narrow canyon that earned its name because it tends to fill with deep water. The day we drive through, it's nearly dry, a sea of sharp stones capable of slicing a tire sidewall, gnawing a wheel, or punching a hole in an oil pan. All three of the trucks I drove—a 4Runner TRD Off-Road, a Tacoma Trailhunter, and a Land Cruiser—have front-facing cameras that, in theory, should help you place the tires exactly where you want them. In practice, only the Land Cruiser's camera display has the resolution and contrast needed to read the shadows and highlights that reveal the surface's contours. The 4Runner and the Taco use larger 14.0-inch screens (vs. 12.3 inches in the LC) with a more practical squarish aspect ratio, but the picture quality looks like it's straight off an early 2000s Blackberry phone. It's a moot point in this case because we have seasoned spotters pointing us through the tricky bits. Between their expert direction and the Toyotas' hardware, the truth is we have more capability than we need. Airing down the tires and shifting the transfer cases into 4 Low is all it takes to conquer this trail, which Moab guidebooks rate as 'difficult.' I had all the traction and articulation I needed without ever locking the rear differentials or disconnecting the front anti-roll bars. Moab's misleadingly named slick rock is only slick if you're a horse wearing metal shoes. In an off-roader on modern tires, most sections of the trail are so smooth and grippy they might as well have been paved by UDOT. Some stretches even look like a road thanks to the dark streaks of rubber and white hashes laid down on the path. That's not to say Hell's Revenge is easy. Any sand that finds its way between the tire tread and the hard rock acts like tiny marbles, and the Toyotas have just enough clearance to skate through the gnarliest scrambles. It takes a well-planned line to avoid scrapping an armored belly on the stairlike ledges, and occasionally a small boulder is dragged into position to act as a step stool. Where the steepest climbs and descents bend to level ground, front fascias and trailer hitches kiss the sandstone. It's impossible to fully convey these grades' severity in words or pictures. Toyota's digital inclinometer maxes out at 30 degrees, but the 5,000-pound 4Runner, Land Cruiser, and Tacoma effortlessly ascend even steeper grades that I'd struggle to walk up. In Low range and first gear, the Toyota off-roaders multiply the engine's grunt by a factor of 40. That makes for buttery smooth throttle tip-in and masks the difference between the 4Runner TRD Off-Road's standard turbo four-cylinder, which makes 317 lb-ft of torque, and the hybridized version in the Tacoma Trailhunter and Land Cruiser, which churns out 465 lb-ft. For the Land Cruiser, going downhill proves more challenging than going up. The brake pedal can be touchy when you're trying to finesse the truck over a rock or down a step. I briefly activate Toyota's Crawl Control, the low-speed cruise control that modulates the brakes and throttle to maintain a steady, single-digit speed. It works exactly as advertised, driving smoother than my size 11 feet can. It also steals all the fun, so I quickly resume control. Roughly 3 miles into the drive, you reach the payoff, an overlook with stunning vistas of the Colorado River, the snow-dusted La Sal Mountains, and a ribbon of road far enough below you to make the cars on it look like ants. From this vantage point, you can easily see why Hell's Revenge is one of the most popular trails not just in Moab but in the entire state of Utah. We follow the trail back the way we came. Turning the climbs into descents and vice versa gives Hell's Revenge the look and feel like an entirely different route. Naturally, the drive ends with the inverse of how we started. The nose-down descent fills the windshield with vermillion sandstone and leaves you hanging on your seat belt. It's a roller-coaster thrill at a 2-mph crawl. Back in the parking lot, returning these Toyotas to civilization-spec is simply a matter of shifting the transfer case. It's so easy to switch between the trail and paved roads, which just makes it that much more of a tragedy that so many modern off-road vehicles are relegated to a life of suburban servitude. Take this as all the proof and encouragement you need: It doesn't require an expensive custom-built rig or even deep experience to drive off-road to incredible places that you'd otherwise never see.
