Toyota Mark II

The is a compact, later mid-size sedan manufactured and marketed in Japan by Toyota between 1968 and 2004. Prior to 1972, the model was marketed as the Toyota Corona Mark II. In most export markets, Toyota marketed the vehicle as the Toyota Cressida between 1976 and 1992 across four generations. Toyota replaced the rear-wheel-drive Cressida in North America with the front-wheel-drive Avalon. Every Mark II and Cressida was manufactured at the Motomachi plant at Toyota, Aichi, Japan from September 1968 to October 1993, and later at Toyota Motor Kyushu's Miyata plant from December 1992 to October 2000, with some models also assembled in Jakarta, Indonesia and Parañaque, Philippines as the Cressida.

Its size, ride comfort, and interior accommodations ranged from affordable to luxurious, and it was typically Toyota's most luxurious offering in markets where the more prestigious Crown was not available. Vans and fleet use versions were also offered, although they were gradually discontinued, with taxi production ending in 1995 and the Mark II Van ending in 1997. The last three generations were only available as four-door sedans for private use.

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History

The first series, called the Toyota Corona Mark II was an all new vehicle at its introduction in 1968, that sought to offer a car that was just under Japanese government regulations concerning maximum vehicle dimensions and engine displacement, thus allowing the Crown to grow larger and more luxurious. Using the established platform of the Corona sedan but slightly larger and wider, it was exclusive to Toyopet Store locations, and offered as a competitor to the newly introduced Nissan Laurel in Japan, the Isuzu Florian, and the Nissan Bluebird / Datsun 510 internationally that appeared August 1967, and two years after the Mazda Luce in 1966. The Mark II was the top-level product at Toyopet Store locations until the Toyota Celsior was introduced in 1989.

At the Mark II's introduction in the late 1960s, Toyota was known as a small, economy car manufacturer. The Corona Mark II was sold as a larger companion to the Corona while still being smaller than the Crown. In Japan, the sportier Toyota Chaser appeared in 1977 at Toyota Auto Store, and later in 1980, the Toyota Cresta appeared at Toyota Vista Store locations. As other automakers continued to offer vehicles in this size class, the Mark II's popularity peaked in the 1980s. The Mark II's siblings, the Chaser and the Cresta, were discontinued due to declining sales, partly influenced by the Japanese recession that started in the early 1990s and were combined into the short-lived Toyota Verossa. The Mark II evolved into the Toyota Mark X, a name chosen because it was the tenth generation of the car, which was popular in Japan and selected international markets until the growing demand for SUVs and crossovers, which saw the Mark X canceled in 2019.

First generation (T60, T70; 1968)

The Corona Mark II, first offered for sale in Japan, September 1968, at Toyopet Store dealerships, was intended as an alternative model to the more established luxury sedan, the Crown, sold at Toyota Store dealerships, and the smaller Corona, also available at Toyopet Stores. It was a slightly larger vehicle than the Corona with a higher level of equipment offered at the time, sharing some of the features of the larger Crown, but taking the top position at Toyopet Store locations. At its introduction, the Mark II was third in Toyota's hierarchy of sedans, below the Crown and the all new, hand built, V8-engined limousine called the Toyota Century. Its competitor was primarily the Nissan Laurel in Japan, released earlier that year in April.

The trim packages started with the Mark II, followed by the Mark II Deluxe, Mark II 1900 Deluxe, and the top-level Mark II SL. The four-door sedan was designated the T60, and the two-door coupé the T70. The 1,600 cc 7R series engine was replaced by the 1,700 cc 6R series engine. A year later the 1,500 cc 2R models were replaced by the 1,600 cc 12R engines. The RT62 sedans and the RT72 coupé feature the 1.9-litre 8R four-cylinder engine, unique to the Mark II. The RT63 sedan, RT73 coupé, and RT78/RT79 station wagons feature a two-litre 18R four-cylinder engine, also unique to the Mark II. While only two engines were available yearly to Japanese buyers, yearly changes would be introduced; each year, the two engine choices had two different horsepower ratings. The Mark II pickup also came as a "double cab" which meant it had a conventional bench seat for rear passengers but only had two doors. Both forms of the pickup shared the same dimensions and wheelbase as the station wagon.

File:1970 Toyota Corona Mk II 1900 SL coupe (6109465064).jpg|1970 Toyota Corona Mark II 1900 SL interior

File:1970 Toyota Corona Mk II 1900 SL coupe (6109443770).jpg|1970 Toyota Corona Mark II 1900 SL

File:Toyota Corona Mark II (4016299961).jpg|Rear view of pre-facelift Toyota Corona Mark II coupé (Canada)

File:Toyota Corona Mark II RT72 (15100159358).jpg|Rear view of facelift Toyota Corona Mark II 1900SL coupé (RT72; Australia)

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North America

For North America, the Mark II was available with bucket seats for the driver and front passenger, a centre console with a floor-mounted manual transmission, electric rear window defroster, and a full size spare tire installed externally and underneath the cargo area on the wagon, with rear seats that fold down to a fully carpeted rear cargo area. The Mark II wagon was the largest wagon Toyota offered in North America, next to the Corona and Corolla wagons; the Crown wagon was no longer sold in North America. The US-exported versions arrived for the 1969 model year and often include the more powerful R series motors compared to other regions.

Before its US introduction, it appeared in South Africa, which was the first market to receive the 1900 cc engine. While Japan and other markets often had 1.5-litre 2R, 1.6-litre 7R/12R to 1.7-litre 6R models as well. Engines were shared with the Corona, with both using the 2R, and the 12R engines. Transmissions offered were an automatic transmission with three speeds for export and two speeds in Japan, or a choice of either a four- or three-speed manual transmission.

Second generation (X10, X20; 1972)

The second generation was based on a new X series platform, having graduated away from the previous T series chassis. In Japan, the second generation no longer used the "Mark II" as a trim package name and omitted the "Corona" model name while the "Corona" prefix was used internationally for brand recognition. The X10s are sedans and wagons, while the X20 is a two-door coupé. The coupé utility bodystyle was not updated, with the previous generation continuing to be built alongside the new one. This style was standard in the US market, where it was also sold as a Mark II without the "Corona" badge. The US-market Mark II only received the six-cylinder engine and was also offered in the station wagon bodystyle. There were slight trim differences at the rear.

Interior colours and the upholstery used were specific to the trim package, while there were 14 different exterior colours to choose including 10 metallic paint selections. The Mark II-L and the 2000SGL came with full instrumentation and a wood-grained steering wheel, a wooden-handled gearshift selector for floor-mounted automatic or 5-speed manual transmission, while a column-mounted automatic transmission selector was provided for lower trim packages. The DX sedan and station wagon offered a front bench seat with individually reclining seatbacks while other trim packages and the hardtop coupé came only with a full-length centre console that could accommodate either a manual or automatic transmission gear selector. The only exception to this scheme is the 18R-U–engined RX15, introduced in June 1976, which received the same chassis code whether fitted in the hardtop or the sedan.

In August 1973, there were minor changes and updates. The basic trim package wagon was offered with a five-speed manual transmission. Electronic fuel injection was introduced on the two-litre four-cylinder (18R) engine to increase power and lower fuel emissions. The four-cylinder 1,707 cc 6R engine was replaced by the 1,808 cc 16R. The 1.8 was discontinued in October 1975, leaving only two-litre engines of four or six cylinders in the Japanese market. Even after the introduction of the next Mark II, production of the second generation continued through November 1976.

Engine choices included:

I4 1,707 cc 6R (RX10/RX16V/RX20/RX26: )
I4 1,808 cc 16R (RX11/RX17V/RX21/RX27)
I4 1,968 cc 18R (RX12/RX22/RX28)
I4 1,968 cc 18R-U (RX15, low emissions version)
I6 1,988 cc M (MX10/MX20)
I6 1,988 cc M-E (MX10/MX20, fuel injection)
I6 2,253 cc 2M (MX12/MX22/MX28, export only)
I6 2,563 cc 4M (MX13/MX23/MX29, export only)

Mark II Hardtop coupe (X22)

The hardtop coupe, offered as an alternative to the Crown Coupe, offered a visual distinction from the sedans and station wagons. The trim packages started with the "Mark II-L," 2000GSS, 2000GSL, 2000SL, 2000GL, 2000DX, and the 1700DX. Depending on the trim package, the coupe interior was only available in black vinyl or cloth, while the "Mark II-L" came in tan cloth. All came with a three-spoke steering wheel, but the appearance was slightly different. The sport steering wheel had a raised centre hub, while the DX was flat across. The Mark II-L, GSL, and SL had a wood-grained rim, while the GSS was black plastic. The list of optional items was shared with the sedan and wagon and included cruise control, air conditioning, electric rear window defroster, AM/FM stereo with a separately installed 8-track tape player, and power windows. Standard items added include a collapsible steering column in case of collision, three-point seat belts for front passengers with an audible seatbelt reminder, and power assist brakes with disc brakes for the front wheels.

| 1968 cc 18R-U I4 (RX30/32/35)

| 1988 cc M I6 (MX30/35/40/41/45)

| 2563 cc 4M/4M-E I6 (MX32/36)

| diesel:

| 2188 cc L diesel I4

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The third generation was introduced with a more upscale, European-type design. The lines combine the previous generation's American styling with a British-looking front end rather than using the new corporate Toyota appearance as seen on the larger S80 series Crown. This model generation was amongst the last cars to feature the Toyopet brand name, which was dropped in 1980. The name continued to be used for the Japanese Toyopet Store dealership. This generation continued to offer Japanese buyers a competitor to the Nissan Laurel sedan, with the new Chaser intended as an alternative to the Nissan Skyline in Japan.

This generation offered as standard equipment a new windshield wiper and headlight switch installation, with the controls operated by levers attached to the steering column. A rear wiper was also available for all sedan, hardtop, and station wagon upper trim level packages. A steering column automatic gear selector continued to be offered on entry-level trim packages and a bench seat with individually reclining front seat backs. A parking brake handle was now relocated to the centre console unless it had a bench seat that used the version installed to the left of the steering wheel. In late October 1977, the 3T-U four-cylinder engine was upgraded to pass the new emissions standards with the aid of a lean-burn design. Later generations received more differentiated styling. The idea of the Chaser was to offer a sportier version of the Mark II, which was sold at a Japanese Toyota dealership called Toyota Auto Store, often with larger engines. The Chaser was an alternative to Japanese buyers as the dealership had only offered one car called the Toyota Sprinter, which was based on the Toyota Corolla.

Cressida

For export markets, the Corona Mark II was renamed the Toyota Cressida, a nameplate not used in Japan. Production started in December 1976. The name Mark II was previously identified with the North American Continental Mark II which first appeared in 1956 and the term "Mark" is still associated with Lincoln Motor Company products. It was Toyota's largest sedan and wagon range offered in North America, while the personal luxury coupé wasn't offered. In New Zealand, a two-litre four-cylinder sedan version replaced the six-cylinder Crown in local assembly after the 1970s oil crises prompted the government to impose a 60% sales tax on cars with engines larger than two litres. A few fully built up Crowns were subsequently imported. In other markets, the larger Toyota Crown also remained available.

The name "Cressida" derives from the lead character in William Shakespeare's play Troilus and Cressida, inspired by Cressida, a female Trojan character.

Depending on the market it was sold in, it had the 4M carbureted engine (MX32, MX36), the 18R engine (RX30, RX32, RX35) or 3T engine (TX30). The North American models started with the carbureted 4M engine (MX32) but in mid-1978 the fuel-injected 4M-E replaced its carbureted counterpart – this was one of the first Toyotas in the US to use fuel injection. In 1979, the MSRP in the US was . Cressidas sold in California were installed with the TTC-C technology to comply with the emissions regulations but were not given a badge on the back of the vehicle.

In New Zealand, where it was locally assembled and sold in a highly specified GL form (replacing the 2.8-litre Crown which had been hit by high sales taxes on two-litre-plus engine sizes), it had the 18R engine. The Australian-market Cressida received the 2.6-litre 4M engine, although in de-smogged form (meeting ADR27) it only produced for relatively leisurely performance, but comparable, if not more power than the domestic, larger inline six cylinder engines offered by Ford, Chrysler and Holden.

Standard features included air conditioning, automatic transmission (a 5-speed manual was available), power steering, rear seat armrests, AM/FM cassette stereo with amplifier, reclining front seats, and a rear window defroster. The automatic transmission was a four-speed overdrive with an overdrive lockout. Power windows were optional. Soundproofing was extensive, and the Cressida was famous for being one of the quietest cars on the road at the time.

In the United Kingdom, the Cressida was available in both sedan and wagon body styles. The only engine available was the 18R and there was one trim level, badged De Luxe. Contrary to common practice, this was not the same as DX specifications on other Toyota cars, but a more upmarket version of the DX trim level. The Toyota Carina sedan and wagon also sold in the United Kingdom at this time were also badged as De Luxe (but were rebadged as DX from 1980 onwards).

South African Cressidas all received the 2.0-litre 18R engine, and were introduced in November 1977. The engine was built in South Africa by Toyota's Motor Assemblies subsidiary. Originally only a fully equipped L version was available, with a lower-priced semi-deluxe version appearing in the first month of 1978. A station wagon, Toyota's first in South Africa, appeared in August 1978. It was available in either semi-deluxe or full deluxe trim, the latter only as an automatic. The two-door coupé was no longer offered, which was replaced by the Soarer. The fourth generation was now available as a four-door sedan, pillared hardtop, or as a station wagon, This Mark II generation included commercial, taxi, and drivers training vehicles. The Mark II was common alongside the slightly smaller Corona as a taxi.

The X60 Mark II introduced the world's first voice warning system, which was developed and offered as standard equipment. In Indonesia, it was sold as the Mark II with the DIN (105 PS JIS) 21R engine (RX60) beginning in late 1981.

File:Toyota Mark2sedan 1983 Rear.jpg|Toyota Mark II Grande sedan (Japan)

File:X60MarkIIgrande.jpg|Toyota Mark II Grande Hardtop (Japan)

File:X60MarkIIgranderear.jpg|Toyota Mark II Grande Hardtop (Japan)

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Cressida

North America

The second-generation Cressida, the MX63 (sedans for model years 1983 and 1984 with new IRS, the wagon and solid rear axle model is the MX62), was a significant redesign from the previous generation. Gone was the coupé version, but a more up-to-date body style was new for the sedan and wagon. Changes from the previous generation included a larger engine using electronic fuel injection, now up to at 4800 rpm in North American trim. The 5M-E would power the 1981 and 1982 model years before it was superseded by the 5M-GE, a DOHC engine with a substantially higher power rating, in 1983 and 1984. North American X60-series Cressidas all received versions of the 2.8-litre inline-six engine, while in other markets smaller units were often available.

Much like the contemporary Camry and Corolla, the US market Cressida had a unique interior that differed from other LHD variants, including those sold in nearby Canada, in order to satisfy American design tastes and certain federal requirements. While other LHD Cressidas had essentially a mirror image of the RHD interior sold in markets like Japan and Australia, the US spec interior had a unique steering wheel, completely different bottom half of the dashboard with more luxurious soft touch materials, and the major addition of the automatic shoulder belts, which were not offered in any other market.

The Cressida was the first car to offer an automatic motorized passive seat belt system, a full year ahead of the legal requirement taking effect. The centre console is also different and includes two levers for both driver and passenger with "LIFT FOR EMERGENCY EXIT" decals that are designed to release the tension in the automatic shoulder belts when they lock up as designed in a collision or panic stop situation. The US-market 1981 Cressida was the first car to come with motorized automatic shoulder harnesses which wrapped around front seat occupants when the door was closed and the ignition switched on. All US-market Cressidas from 1981 on were so equipped.

In 1983, the Cressida was refreshed and gained an independent semi-trailing link rear suspension, rear vented disc brakes, and the 5M-GE engine. Much of this technology came from the Toyota Supra parts bin with minor differences. A five-speed manual transmission was available, but cars equipped with it were considerably more rare than automatic versions. The electronically controlled A43DE automatic transmission was another improvement over the previous hydraulically controlled A43DL transmission and had three modes: Power, Normal, and Economy. This iteration was praised for its handling, ride, quiet interior, and most of all, its reliability; the Cressida was quickly gaining a reputation for outstanding ownership.

In August 1983, Toyota chairman Eiji Toyoda initiated the F1 project ("Flagship" and "No. 1 vehicle"; alternatively called the "Circle-F" project), a clandestine effort aimed at producing a world-class luxury sedan for international markets. This led to the creation of an all new, full size luxury sedan designed for export markets, which ended up becoming the Lexus LS.

File:'81-'82 Toyota Cressida.jpg|Pre-facelift 1982 Toyota Cressida (MX63, Canada)

File:1983 Toyota Cressida vb.jpg|Facelift 1983 Toyota Cressida (MX63, US)

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Australia and New Zealand

thumb|left|Toyota Cressida DX wagon (Australia)

thumb|right|Toyota Cressida DX wagon (Australia)

This model was again assembled in New Zealand initially only with a two-litre, four-cylinder petrol engine and five-speed manual or optional three-speed automatic transmission. Various markets received different bodywork, combining various elements of the Mark II, Chaser, and Cresta variants.

After the mid-generation facelift, a mid-grade specification similar to the original one-model line was offered on New Zealand assembled models with the four-cylinder engine; a new top version had a two-litre six-cylinder engine, four-speed automatic and air conditioning, becoming the first NZ-built Toyota to have 'air' as standard. A large number of the four-cylinder cars with dealer-fitted air conditioning were sold to car hire company Hertz Rent A Car. Both engines were below two litres to avoid the higher sales taxes that applied on larger engines in New Zealand at the time.

Europe

thumb|Facelift Toyota Cressida DX 2.2 Diesel (LX60, Europe)

This model was sold as a Cressida in Europe as well, albeit only in a few markets and never in significant numbers. Toyota was withdrawing from the large car categories in Europe at this time, focusing on smaller vehicles. The Crown had been discontinued in many European markets, leaving the Cressida as the biggest Toyota available. European market Cressidas were generally fitted with two-litre inline-fours or -sixes (21R, 1G), and the 2.2-litre L diesel was a popular option in some places. Power outputs, all DIN ratings, are at 5200 rpm for the four-cylinder, at 5000 rpm for the six-cylinder, and at 4200 rpm for the diesel.

The Swedish- and Swiss-specification models have their own emissions controls due to those countries' legislations; its 1972-cc 21R-U engine produces at 5200 rpm. The accompanying Chaser and Cresta sedans, as well as the export-market Cressida, were also upgraded to the X70-series.

The Mark II has two different variations: the pillared Hardtop and the Sedan. Visually, they are different on the exterior while the interior remains untouched. Exterior changes on the Hardtop version include a slanted nose, which requires a new grille, a thinner headlamp assembly that matches the slanted nose, frameless door windows, a thinner tail lamp, front fenders, and a bumper. Body panel is stamped different from the standard version. The Standard version is exactly like the MX73 Toyota Cressida. It does not have the aggressive slanted front end, conservative body panels and framed windows.

The Mark II (and its sister cars) received the powerful Twin Turbo version of the 1G inline-six in October 1985. This engine made the earlier turbocharged M-TE engine superfluous and it was discontinued. In August 1986 the range received a minor facelift and some technical improvements. The 1.8-litre LPG engine was replaced by a 2-litre version. In December 1986, two special editions appeared: the well-equipped 1800 GR Saloon (power-folding door mirrors, power door locks and windows, and so on) and the Hardtop Grande Twin Cam 24 Limited (very well equipped, only available with the four-speed automatic).

thumb|left|Toyota Mark II Van 2.0 (YX78V)

Station wagon/van (1984–1997)

The X70 station wagon was produced from November 1984 to April 1997 Cressidas sold in Europe had limited engine options, including the 2.4-litre turbodiesel engine with .

Sixth generation (X80; 1988)

thumb|left|Toyota Mark II Hardtop Grande (GX81, Japan)

First released in August 1988, the Mark II was no longer the top level sedan at Toyopet Store locations in Japan with the introduction of the Toyota Celsior in October 1989. The Mark II was offered for private purchase ownership with luxury features on upper trim packages while the Celsior was positioned as a Crown alternative for chauffeur-driven ownership.

left|thumb|1991 facelift model Mark II Hardtop 2.5GT Twin Turbo (JZX81)

The Grande G series used the 3.0 L 7M-GE engine, and featured traction control and ABS, and offered two variants. The base variant "2.0 Grande G" included a supercharger equipped 2.0 L 1G-GZE straight six engine, while the "3.0 Grande G" included the 3.0 L 7M-GE straight six shared with the Soarer. The supercharger was belt-driven but actuated by an electromagnetic clutch so that it would not be driven except when needed, increasing fuel economy. In 1990, 1JZ-GE and 1JZ-GTE (280 PS) was introduced, replacing the 1G-GZE. The GT model was only available with an automatic transmission. All six-cylinder X80 models used independent rear suspension partnered with available TEMS, while the four-cylinder models had solid rear axles.

left|thumb|Facelift Toyota Mark II Sedan Grande (Japan)

After 1992, the X80 series continued to be produced for taxi fleet vehicles until 1995, when the Comfort assumed taxi duties. The Comfort was released on 19 December 1995, as a fleet-oriented replacement for the X80 series Mark II in Hong Kong, Indonesia, Japan, Macau and Singapore. Based on the X80 chassis, the Comfort featured a new body design for increased interior space.

Cressida

Toyota introduced the slightly larger fourth generation of the Cressida, the MX83, in 1988 for the 1989 model year – the final generation for the Cressida in North America.

thumb|left|1990–1992 Toyota Cressida (US)

thumb|left|1991–1996 Toyota Cressida GL (Bahrain)

Standard features included a new, more powerful 3.0-litre straight six 7M-GE engine producing at 6,000 rpm and at 4,400 rpm. As with the powertrain, most other mechanicals were modified versions of those in the Supra, most notably the new double-wishbone rear suspension. Standard equipment included power windows and locks, cruise control, a tilt-telescoping steering wheel, and a four-speed automatic transmission. Options included antilock brakes, a power driver's seat, leather upholstery, power moonroof, and a CD player. Cressidas of this generation sold in the US featured motorized automatic seat belts (Canada and other markets had manual seat belts); airbags were never offered.

The Cressida was praised for its ride, handling, fuel mileage for its class (23 mpg [US] average according to a July 1989 Consumer Reports test), and reliability. Downsides include a somewhat uncomfortable back seat, ride quality that deteriorated with a full load of passengers, and a boot with only 12.5 cubic feet of space.

The most substantive change was the 1990 facelift for model year 1991, which brought brighter alloy wheels, a redesigned grille containing the new Toyota "T" logo, and simplified climate controls.

In the Middle East, the Cressida came with two engines: a 2.4-litre 22R engine producing at 6,000 rpm or a 2.8-litre 5M-E, which produced at 4,800 rpm and at 3,600 rpm, both running on leaded petrol available in the region at the time. Both the 4-speed auto and a 5-speed manual were available throughout the entire run. Trims includes the "XL", "GL", "GLX" (or "GTX" depending on the market) and "Grande", though trim availability differs between markets. Initially, both XL and GL could be had with a solid rear axle suspension instead of double wishbones but that option was dropped with the facelift in late 1990 for the 1991 model year. The 5M-E was discontinued after the 1992 model year, dropping the Grande and GLX/GTX trim in the process. At its peak, the Cressida was so popular in the Middle East that almost every five in 10 cars was a Cressida. This was popular as both a taxi and with private buyers alike due to its immense reliability, tough body panels, cheap spare parts and relatively comfortable ride. The Cressida was sold until the 1996 model year in the Middle East with the Camry positioned as the successor (the Camry itself was introduced in late 1992).

In Australia, the Cressida was sold from April 1977 to February 1993, when it was replaced by the Vienta (and later the Avalon in the full-size bracket).

The Cressida also played a part in the design of the first Lexus models, most closely resembling the LS 400. However, some of the shared concepts and similarity between the Cressida and early Lexus models in turn led to the decision to eventually discontinue the Cressida in most markets, as it would overlap with vehicles sold under the Lexus marque. The 1992 redesign of the Camry and introduction of the XLE V6 model helped cover the Cressida's market as well, despite the fact it was a more economy-oriented and front-wheel-drive vehicle, while the Cressida was high-end and rear-wheel-drive.

The introduction of the Toyota Avalon in the American market in 1995 filled some of the gap left by the cancellation of the Toyota Cressida after the 1992 model year. The larger Avalon was a front-wheel drive full-size car, powered by a V6 engine, as the third-generation Camry remained in the mid-market but now had grown in proportions to be classified as a mid-size. The Cressida was an upper-level mid-size rear-wheel drive car with a straight-six engine, as the mid-market second-generation Camry was still classified as a compact car in the early 1990s. The Lexus GS, introduced in 1993 – one year after the Cressida's discontinuation – could also be considered a spiritual successor to the Cressida, as a midsize rear-wheel drive Toyota luxury vehicle with a strong kinship to the Toyota Supra and also derived from a shortened version of the Toyota Crown platform.

Seventh generation (X90; 1992)

thumb|left|1994 Toyota Mark II 2.5 Grande G (JZX90)

thumb|JZX90 Tourer-V Interior shown with factory R154 manual transmission.|left

A redesigned Mark II was released in October 1992, called the X90-series.

thumb|Facelift Toyota Mark II 2.5 Tourer V (JZX90)|left

thumb|1996 Mark II (X90) Grande G shown with Brown/Tan interior and Digital Instrument Cluster (Specific to Grande G models)|left

The X90 series was available in six different trim levels. All trims came standard with fully automatic air conditioning and faux wood interior paneling. The base GL was available in either standard or automatic with a choice of a diesel or petrol four-cylinder engine. The slightly more up-market Groire had the same engine and transmission options as the GL with more standard features over its inferior. The diesel engine was now fitted with electronic fuel injection and had lower NO<sub>x</sub> emissions.

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