Toyota’s competition in this segment is stiff, and includes the Hummer H3, Jeep Liberty, Jeep Wrangler, and Nissan Xterra. These are not simply lifestyle-oriented, “soft-roader” SUVs, but vehicles designed with the dual mission of tackling tough and technical terrain, as well as traveling the tarmac.

While the FJ’s wild and wacky exterior is like none other, that could also be said of its throwback interior which is equipped with chunky controls that can be easily twisted by a fully-gloved hand. Consider that the FJ’s interior is completely waterproof and it’s clear that this is one SUV designed for down and dirty driving. Clever standouts include the storage drawers on the top of the dash; the full-sized glove box; the triplet of wipers on the windshield; and the household adapter plug in the back.

The FJ’s boxed ladder frame is based on Toyota’s 4Runner. The independent front suspension allows 7.9 inches of wheel travel, while a four-link solid rear axle with coil springs yields 9.1 inches of travel in back. Since the body of the utilitarian FJ Cruiser is 11 inches shorter than that of the 4Runner, approach and departure angles have been greatly improved, especially since the wheelbase has only shrunk by four inches. Combined with 9.6 inches of ground clearance and standard P265/70R17 (32-inch) tires, the FJ Cruiser achieves an approach angle of 34 degrees and departure angle of 30 degrees, and effortlessly conquered the off-camber tasks on the technical 4WD course.

I selected the manual transmission model for off-road testing and found the clutch and throttle pedals easy and predictable to use. Missing from the FJ Cruiser is the Hill Descent Control system found on Toyota’s more upscale and costly models, but its low-range gearing keeps it at a navigable crawl speed for all but the steepest of descents, when the extra slowing power of the brakes was needed. Steering is weighted and geared to handily maneuver the FJ, providing nimble response despite its deceptively large dimensions. Plus, during a three-point turn, the FJ exhibited no axle binding and got flipped around in a relatively tight space.

Our only complaints centered on the jouncy ride that sometimes came with higher speeds – and particularly rugged off road terrain – and rear visibility issues. A gentle tap of the brakes quieted the suspension and smoothed the ride, but there was no resolving the view to the rear. The tall and narrow exterior mirrors provided poor rearward visibility, a problem compounded by the FJ’s thick C-pillars and small rear glass.

Unquestionably, the 2007 Toyota FJ Cruiser is a real off-roader, even if the numbers aren’t impressive on paper. For example, Hummer’s H3 on 32-inch tires and with 9.1 inches of ground clearance allows for approach up to 38 degrees and departure of 36 degrees. What’s more, the optional 33-inch tires on the Hummer, approach and departure angles are even more impressive at 40/37. Slightly shorter overhangs account for the advantage, as the difference between overall length and wheelbase is 74.8 inches on the Hummer, and 78 inches on the FJ.

Jeep goes even farther, as both the Wrangler Rubicon and long-wheelbase Wrangler Unlimited Rubicon manage steep approach angles of 44.9 and departure angles of 33.9. Even the standard Wranglers offer 42-42.2 angles of approach and 31.4-31.5 angles of departure, while clearing 8.9 inches.

Jeep’s less aggressive, but still competent, Liberty boasts a ground clearance of 9-9.4 inches depending on the model, and features approach and departure angles of 34.6-37.2 and 31.2-31.5, respectively. Nissan’s Xterra stands 9.5 inches over the terrain with approach/departure angles of 33.2/29.4 degrees, positioning the vehicle much closer to the FJ Cruiser.

As the numbers suggest, the Nissan Xterra may be the FJ’s closest competitor, at least in terms of character. Both use 4.0-liter V6 engines with plenty of torque (278 lb.-ft., Toyota; 284 lb.-ft., Nissan). The Nissan’s 265 horses trump the 239 provided by Toyota, but both feature either a six-speed manual or five-speed automatic. Jeep offers an inline six-cylinder engine displacing four liters in the Wrangler, but it outputs only 190 hp and 235 lb.-ft. of torque. An inline engine is also found under the Hummer’s hood, with five cylinders yielding 220 hp and 225 lb.-ft. via 3.5 liters of displacement. Jeep Libertys get either a 210 hp/235 lb.-ft. 3.7-liter V6 or a torquey 2.8-liter turbodiesel delivering 295 lb.-ft. and 160 horses.

Eight-inch differentials are used at both ends of the 4WD FJ Cruiser, and the rear unit locks. Wrangler Rubicons use locking differentials both front and rear, while the Xterra – appropriately equipped – gets only a locking rear unit. Both the Nissan and Toyota employ some form of vehicle stability control, although Xterras may optionally include Hill Descent Control and Hill Start Assist.

The Jeep Wrangler is tough company for the FJ, which is like a Wrangler in Hummer clothing. It’s capable and nimble for its size, but tall and gangly in its sheetmetal and proportions. The Wrangler is more of a “runabout,” with a short wheelbase and size that makes it appealing in certain circumstances and on specific terrain – like the tight and narrow stretches of the Rubicon Trail. The Rubicon Wrangler, with its off-roader’s dream package including front and rear locking diffs and the crawl ratio of a mountain goat, would be my first choice among these players to take on the extreme rock climbs in Moab, for instance – and I've done so. But, it’s lousy and loud on the highway and has nowhere near the rear cargo room of the FJ. I’d take the FJ on a road trip loaded up with gear and buddies and then go play in the dunes – or camp at Pismo Beach. – Sue Mead