The Toyota 4Runner has carved out an interesting niche for itself. The truck-based, adventure-bound SUV isn’t quite as brawny as the Jeep Wrangler or Ford Bronco, yet it delivers the same level of off-road prowess. And it does so while being more comfortable and more reliable.
The 4Runner doesn’t really have a true rival. Its nearest competitors are either full-on, off-road machines or soft-core mall crawlers. But Honda hopes to bridge the gap—both literally and figuratively—with its new Passport TrailSport.
More than just a dolled-up version of the company’s mid-size SUV, the Passport TrailSport gets a host of real, usable, trail-ready upgrades for the new year. That gives it a fighting chance against the 4Runner—or at least, that’s what Honda wants you to think.
We wanted to find out for ourselves, so we took the SUVs to the Northeast Off-Road Driving School & Adventure Tours (NORA) facility in upstate New York on a rainy spring day to give them a true side-by-side shakedown.
Toyota 4Runner: The Off-Roading Legend
Toyota 4Runner TRD Off-Road
Pros: Efficient, Torquey, Serious Off-Road Capabilities, Much-Improved Cabin
Cons: Unsophisticated Ride, Too-Big Touchcreen, Expensive
Now in its sixth generation, the Toyota 4Runner makes huge strides in livability. It’s easier to incorporate into everyday life without giving up the incredible rock-crawling performance that made past versions so excellent. Like previous 4Runners, this one uses a body-on-frame chassis borrowed from the Tacoma pickup, so it still feels like a truck from behind the wheel, but in a charming way.
The biggest evolution for this sixth-gen 4Runner is under the hood. Gone is the archaic V-6, replaced by a turbocharged inline-four making 278 horsepower and 317 pound-feet of torque. Spend a bit more money, and you can get a hybrid version, like our tester. It’s our preferred powertrain choice, delivering a healthy 326 hp and 465 lb-ft. That’s enough for a 0-60 mph time of under 7.0 seconds in the TRD Off-Road—not bad for an overlanding rig.
The gearbox, previously an ancient five-speed unit, has also been upgraded with three additional forward gears. Combined with the engine, the powertrain brings the 4Runner into the 21st century. Aside from the shimmy that comes from being a body-on-frame vehicle, the 4Runner drives like most modern SUVs—which is to say: comfortably.
Combined with the engine, the powertrain brings the 4Runner into the 21st century.
It’s the same on the inside. The 4Runner’s comprehensive cabin overhaul includes big screens, wireless Apple CarPlay, and available wireless phone charging. The available 14.0-inch touchscreen absolutely dominates the experience, casting a bright, beautiful glow over the center console.
While there aren’t many luxury appointments, we appreciate the bevy of physical controls for things like climate control and volume. Most importantly, the interior—like in most Toyotas—feels like it’ll outlast everything else on the road. There's a reason the 4Runner is so beloved. This new one is no exception.
Honda Passport TrailSport: The Up-and-Comer
Honda Passport TrailSport
Pros: Brawny Looks, Smooth V-6 Powertrain, Luxe Cabin Space
Cons: Looks More Capable Than It Is, Not Very Fuel-Efficient
If the 4Runner is an off-roader with on-road chops, the Passport Trailsport is an on-roader with off-road chops. Unlike the Toyota, the Honda is more pedestrian in nature, with a unibody chassis holding everything together. In essence, that means it drives closer to your average sedan than a pickup truck, all other things equal.
That doesn’t mean the Passport is totally hopeless off the pavement, though. In our original test, we found the Trailsport far more capable than anyone expected, able to traverse more obstacles than the outgoing version thanks to a few major engineering updates.
The Trailsport gets its own suspension setup, retuned by Honda for better performance off-road. There’s 8.3 inches of ground clearance to play with, and a better-than-expected 23-degree approach angle. While those numbers are worse than the 4Runner, they’re still enough to have some fun.
If the 4Runner is an off-roader with on-road chops, the Passport Trailsport is an on-roader with off-road chops.
Peek underneath, and you’ll find a metal skidplate protecting the engine, the gas tank, and the new 10-speed automatic transmission. The tires, General Grabber all-terrains, are actually more aggressive than the Michelin Defender LTX rubber found on the 4Runner TRD Off-Road.
There’s also some useful tech on the Trailsport too, like front- and side-facing cameras for spotting the SUV on tight trails. Hill-descent control—the first such system implemented in any Honda—is also standard.
Make no mistake, this Passport does have real off-roading chops.
How Do the Two SUVs Stack Up on a Real Off-Road Course?
NORA offers a slew of different classes and training modules for off-roaders of all skill levels, and with all kinds of equipment. Whether you’re a veteran with a kitted-out Wrangler or a new adventurer with a bone-stock Subaru Crosstrek, there’s a course for you to enjoy here.
Knowing the 4Runner’s capabilities, we pick a few of the tougher obstacles on the property to flex its muscle; traversing sheer cliff faces, tip-toeing down slippery inclines, fording through deep river passes, etc. After flipping the drivetrain into four-wheel-drive low, the TRD Off-Road shrugs off all of it.
The rear locking differential makes undulations a walk in the park, while the adjustable-speed descent control allows me to cruise down hills without even touching the pedals. Thanks to the 4Runner’s 9.1 inches of clearance, you’ll barely touch any rocks over an hour of hardcore crawling. And while visibility isn’t exactly stellar, the collection of exterior cameras makes placing the truck simple.
Knowing the 4Runner’s capabilities, we pick a few of the tougher obstacles on the property to flex its muscle... after flipping the drivetrain into four-wheel-drive low, the TRD Off-Road shrugs off all of it.
The only thing holding it back from pushing through the truly pro-level areas is the truck’s side steps—without them, this rig will go anywhere.
Because we are true, dedicated journalists obsessed with seeking the truth, we gave the Passport the opportunity to tackle many of the same obstacles. Because the Trailsport utilizes a unibody frame, there isn’t nearly as much articulation, making some sections far tougher to conquer. There’s no low range or locking differentials, either, which means we have to rely solely on Honda’s torque-vectoring i-VTM4 all-wheel drive system.
Props to Honda, though—we never actually got stuck once in the Passport. Patrick George, Editor-In-Chief of our sister site InsideEVs, did an impeccable job wielding the Trailsport’s limited equipment through a challenging array of rock-lined paths and sharp drops. The all-terrain tires do much of the work, but the AWD system also does its job valiantly.
But the act of off-roading the Honda is far more stressful. No low range means we have to use the SUV’s momentum more often to clear obstacles, which means less precision and a few scary moments. The lack of ground clearance also means we’re testing that skidplate almost constantly, with the metal protector coming into contact with sharp rocks every few minutes or so. We winced in pain as the scraping noises grew louder and louder.
So while the Passport Trailsport will go off-road, you certainly won’t be enjoying yourself.
Props to Honda, though—we never actually got stuck once in the Passport... The all-terrain tires do much of the work, but the AWD system also does its job valiantly.
If you plan to spend any real time tackling true off-road obstacles, get the 4Runner. The hybrid system’s instant torque makes it easy to modulate over tougher sections, while the ground clearance and suspension articulation far outclass the Honda’s more road-oriented setup.
The Passport’s 285-hp V-6 is a nice thing to use on the road; it’s smooth and more than capable enough for running errands or merging onto the highway. But peak torque is in the rpm range, so power is not exactly easy to modulate when you’re crawling at under 1 mph.
If you only plan to do soft off-roading, like to a campsite or on overlanding trails, the Passport Trailsport is an excellent choice. On standard dirt roads, it’s the more comfortable of the two SUVs. The Honda’s interior is a nicer place to spend time, and while it won’t be as fuel-efficient, it’s a bit cheaper, starting at $49,900 versus the Toyota’s $53,440.
Think of the Trailsport trim as an insurance policy for that last mile of travel, where you’re not sure if you’re going to make it up that unkept driveway or to the base of your favorite hiking trail. While it’s certainly capable, it’s still no 4Runner.
