It started life in 1985 basically as a pickup truck and camper shell with the back window wall removed, a seat bolted in the bed. It evolved from there, being revamped in 1990 and 1996. But as this rugged machine progressed, it got nicer and nicer, and now, evolving once more, the 2003 Toyota 4Runner is again completely new from the ground up.

The new 4Runner offers serious off-road capability, as witnessed by the fact it was named its class winner at the Northwest Automotive Press Association’s most recent Mudfest, the nation’s premier SUV competition.

However, it also offers a level of comfort and style unknown in past 4Runners. It’s loaded with the latest in electronic on and off-road technology, including an electronic Downhill Assist Control to improve off-road capability and electronic traction control to improve highway handling.

The new 4Runner comes in three trim levels: SR5, Sport, and Limited. Each trim level has two engine choices and the option of two or four-wheel drive.

The standard powerplant on all models is a totally new, all-aluminum, 4.0-liter V6 that delivers more acceleration and more power — 245 ponies — than any previous version. Optional for all models is a smooth 235 horse 4.7-liter 32-Valve, cast iron block, aluminum head, DOHC V8 that in spite of 10 less horses, packs way more torque. It’s also the first V8 ever offered in a 4Runner.

Unless you plan on using it for towing, where the differential in torque matters, the minimal horsepower difference should make the V6 more than acceptable for most drivers. Both engines crank out ample power with performance worthy of a sports car because of an exceptionally favorable power-to-weight ratio.

Pricing ranges from just over $28,000 for a two wheel-drive SR5 to about the mid-$36,000 range for the 4x4 Limited.

Our test model 4X4 Limited featured the standard leather trim with power seats with seat heaters. The Limited also offers lighted, running boards, and color-keyed bumpers, cladding, fender flares and door handles. It comes standard with the V6 although our test model had the V8. Our test model, which boasted the optional ($2,325) JBL Synthesis 3-in-1 navigation and sound system (AM/FM, cassette, CD with 10 speakers and steering wheel control buttons), the X-REAS suspension system ($1,400), curtain and side airbags with illuminated sun visors ($500) and a rear spoiler ($200) as well as $40 daytime running lights and carpet floor mats which ran another $184, stickered at $41,639.

A 5000-pound rated Class III trailer hitch is mounted to the rear frame crossmember and is standard on all models. The cargo area is large and gets bigger by folding down the 60/40-split rear seatback. The hatch opening is wide and the sill is flush with the floor, although it sits a little high.

The 2003 Toyota 4Runner is larger and much more roomy than last year’s version, and in spite of its truck-like suspension, the ride quality has been greatly improved.

There’s ample legroom, but access is limited more by the low roofline than the high ground clearance. The latest 4Runner offers an extended wheelbase and wider track — which is where the additional legroom comes from.

Instrumentation is easy to read both day and night, with red needles on a black background ala Lexus, but without the cool white lighting, utilzing an amber color instead. The main controls are ergonomically laid out with the exception of the power window switches in the doors and the center differential lock switch hidden from view on the dashboard.

In spite of the trend for SUVs to utilize uni-body construction and independent rear suspensions to give them a more car-like highway ride, the new 4Runner is built on a rugged nine-crossmember ladder frame and uses a live rear axle suspended from coil springs and held up by a 4-link design. The front suspension is a double wishbone while stabilizer bars, coil springs and gas struts complete both axle setups. The rear axle design is considered somewhat dated, but Toyota felt the time-proven configuration offered better off-road capability. In my view, they were right on the mark.

Despite its rather high ground clearance, the new 4Runner handles curves with ease, but as with any SUV, I’d recommend against pushing the laws of physics too much, given the body roll generated by the unusually agile suspension.

As proven at Mudfest, the 4Runner’s off-road capabilities are outstanding thanks to short overhangs, high ground clearance, and generous approach and departure angles.

Whines: The rear window rolls down into the liftgate and is controlled by both a button on the dash, as well as the key fob. Too bad the key fob won’t let you roll it back up. This was a major annoyance in the rain. The navigation system, which also handles the audio controls, is a bit over-engineered for the non-technie, and for $2,325, I was a bit disappointed in the sound quality of JBL system. I know it incorporated the navigation system, which is a big part of the cost, but frankly, I expect a lot more for that kind of money. There’s no third row seat offered, and I think the 4Runner should come standard with Xenon headlamps.

Bottom Line: While other SUVs are becoming more and more like cars, the 4Runner is real deal. It offers superior performance with excellent acceleration and genuine off-road capability without punishing you for it on the highway every day. It can get spendy pretty quick, but the 4Runner Limited loaded up with all the goodies could actually pass for a poor man’s Lexus. If the upscale Limited is out of your budget, the base 4Runner is still a comfortable, well-equipped, highly capable SUV that can go most places you never will.