Compare Japanese Toyota Mark II generations, engines, grades and current import options.
The Toyota Mark II spent decades evolving from a conventional Japanese family and executive saloon into one of Toyota's most recognisable rear-wheel-drive platforms. What makes the Mark II particularly interesting is the sheer range of cars sold under the same badge. Early generations included straightforward GL, GR, LG and Grande models, while later cars introduced Twin Cam 24 engines, GT Twin Turbo, Tourer S, Tourer V and finally the iR performance grades. That means two Mark IIs from the same generation can be very different cars.
A Grande might have been designed primarily around comfort and equipment. A Grande Four added four-wheel drive. A Tourer V or iR-V moved much further toward performance, while special editions such as Regalia, Fortuna and Yamaha Power added another layer of complexity. The Mark II is therefore best understood as a model family rather than a single type of car.
This guide covers the generations, Japanese grades, engines, drivetrains and important differences between them, with the aim of helping you work out which Mark II actually suits what you are looking for. We are focusing on the Japanese-market 60, 70, 80, 90, 100 and 110 Series, covering the period from 1980 until the Mark II nameplate was replaced by the Mark X in 2004.
The Mark II did not become an enthusiast car overnight.
The 60 Series still belonged to an older style of Japanese saloon, with a broad grade range aimed at everything from basic transport to more luxurious executive use. Grande sat toward the upper end, while grades such as STD, GL, GR, LE and LG filled out the mainstream line-up.
The 70 Series began to give the model a stronger performance identity. Grande and Grande Twin Cam 24 continued the more refined side of the range, but the appearance of GT Twin Turbo showed that Toyota was now prepared to make the Mark II genuinely quick rather than simply comfortable.
With the 80 Series, that split became clearer again. Traditional Grande models remained important, but Twin Cam 24 and GT Twin Turbo versions gave the car much stronger enthusiast appeal. The Mark II was becoming less conservative mechanically even if its styling still looked restrained.
The biggest change came with the 90 Series. Toyota introduced Tourer S and Tourer V, creating a much clearer distinction between the luxury-focused Grande side of the range and the more performance-oriented models.
The 100 Series refined that formula and became the generation many enthusiasts now associate most strongly with the Mark II. Grande and Grande Four continued to serve the executive side, while Tourer V became the headline performance model and one of the best-known uses of Toyota's turbocharged 1JZ-GTE straight-six.
The final 110 Series changed the terminology again. Tourer disappeared and Toyota introduced iR, iR-S and iR-V, while still offering a substantial Grande range, four-wheel-drive versions and a number of special editions including Fortuna and Yamaha Power models.
By the end of production in 2004, the Mark II had covered an unusually wide spectrum.
It could be a basic four-door saloon, a comfortable Grande, a four-wheel-drive daily driver, a twin-turbo performance car, a Tourer V, or a final-generation iR-V.
That breadth is what makes the Mark II such an interesting model to research, but it is also why the exact generation, grade and drivetrain matter so much when choosing one.
The 60 Series shows the Mark II before the later Tourer and JZ-era identity took over. In the early 1980s, Toyota still positioned the model as a broad Japanese saloon range, covering everything from relatively basic everyday versions to increasingly sophisticated six-cylinder executive models.
Rear-wheel drive remained at the centre of the layout, but the engine range was much wider than most people now associate with the Mark II.
Four-cylinder petrol and diesel versions sat alongside straight-six models, while the arrival of more advanced engines during the generation gradually moved the car further upmarket.
The most important development came with the later Grande Twin Cam 24, which paired the higher-grade Grande specification with Toyota's 2.0-litre DOHC 24-valve 1G-GEU straight-six. It was an early sign of the technical direction the Mark II would follow through the 1980s and 1990s.
Current Japanese Retail Price: Around ¥2.4 million–¥4.9 million+ (approximately €13,500–€27,500+ / $15,000–$31,000+). These are current asking prices in Japan rather than Irish landed prices. With the 60 Series now relatively scarce, values can vary considerably depending on grade, engine, originality, condition and the individual car available.
Best For: Buyers looking for an early rear-wheel-drive Mark II with strong period character, particularly six-cylinder and higher-grade examples.
Engine output:
1G-EU 2.0 straight-six: 125 PS
1G-GEU 2.0 Twin Cam 24 straight-six: 160 PS
M-TEU 2.0 turbo straight-six: period output varies by production stage/specification; Toyota introduced it during the generation
5M-EU 2.8 straight-six: 145 PS
18R-GEU 2.0 DOHC four-cylinder: 135 PS
Engine: Four-cylinder petrol and diesel engines, together with 2.0- and 2.8-litre straight-six petrol engines depending on year and grade.
Drive: Rear-wheel drive.
Transmission: Manual and automatic gearboxes depending on engine and specification.
Notable Features: Traditional sedan and hardtop body styles, broad Japanese grade structure, increasing use of six-cylinder engines and the later arrival of Twin Cam 24 technology.
Body style: Four-door sedan, four-door hardtop, wagon and van
The 60 Series is interesting because it predates almost everything people now immediately associate with the Mark II name. There was no Tourer V, no 1JZ-GTE and no obvious performance hierarchy yet. Instead, Toyota built the range around traditional Japanese grade levels, with buyers moving from simpler STD, DX and GL cars through LE and LG versions to Grande at the top.
That makes the 60 Series less about one headline model and more about seeing where the later Mark II formula began. The ingredients were already appearing: rear-wheel drive, straight-six engines, better-equipped luxury grades and increasingly sophisticated performance hardware.
The 60 Series range was much broader than the later enthusiast-focused Mark II generations. Toyota offered everything from basic four-cylinder and diesel saloons to six-cylinder executive models, with some grades also available across sedan and hardtop body styles. The exact engine and specification therefore needs to be checked alongside the grade name.
Grande sat near the top of the regular 60 Series range and was closely associated with Toyota's six-cylinder engines.
Depending on year and body style, it could be paired with the 2.0-litre 1G-EU or larger six-cylinder engines. Compared with the lower grades, the emphasis was on comfort, interior trim and executive specification rather than outright performance.
Grande Twin Cam 24 was the most technically interesting naturally aspirated version of the later 60 Series.
It used Toyota's 1,988 cc 1G-GEU straight-six with a DOHC 24-valve cylinder head, producing 160 PS in period specification. This was a significant step beyond the regular Grande mechanically and became one of the defining engines of Toyota's early-1980s performance push.
DX occupied the simpler end of the range.
It was aimed at buyers who wanted a straightforward Mark II without the equipment or six-cylinder focus of the upper grades. Engine specification varied by production period, so the chassis code is important when identifying an individual DX.
GL was one of the core mainstream grades and could be found with different engine configurations.
Toyota's period range included GL versions with both petrol and diesel power, depending on body style and year. It sat above the most basic models but well below Grande in terms of positioning.
GL Extra built on the standard GL with additional trim and convenience equipment.
The change was primarily specification-led rather than performance-led, so the engine and chassis code remain more important than the "Extra" badge when assessing one today.
GR sat above GL in the conventional saloon hierarchy and was generally a better-equipped everyday specification.
Period Toyota material shows GR paired with four-cylinder engines in the 60 Series range, keeping it distinct from the six-cylinder LE, LG and Grande side of the line-up.
LE marked the point where six-cylinder engines became more important within the range.
Toyota listed LE with the 1,988 cc 1G-EU straight-six, giving it a smoother and more refined character than the four-cylinder grades below it.
LE Extra added more equipment to the six-cylinder LE formula.
Its appeal was mainly greater comfort and convenience rather than additional engine output, making it a more generously specified version of the same underlying concept.
LG sat above LE and was another six-cylinder grade within the Japanese range.
Toyota paired it with the 1G-EU 2.0-litre straight-six, while equipment level moved closer to the more luxurious Grande without reaching the flagship position.
LG Touring was a more distinctive version of the six-cylinder LG and combined the 2.0-litre 1G-EU straight-six with rear-wheel drive. In representative early 60 Series specification, the 1,988 cc engine produced 125 PS and was paired with a four-speed automatic.
Rather than moving into the higher-priced Grande territory, LG Touring gave the regular LG a more purposeful specification while retaining the smooth six-cylinder character that separated these models from the four-cylinder grades further down the range.
STD was the most basic specification in the passenger range.
Toyota paired it with simpler four-cylinder engines and minimal equipment, prioritising cost and utility over refinement. Today, an original STD would be unusual mainly because these were never the versions enthusiasts tended to preserve.
The 70 Series represents an important turning point in Mark II history. Introduced in August 1984, it was the first generation to officially drop "Corona" from the Japanese name and become simply the Toyota Mark II. It also arrived at a point when Toyota was rapidly developing its straight-six engine technology, electronic chassis systems and turbocharging.
Rather than completely reinventing the successful formula of the previous generation, Toyota refined it. The four-door hardtop remained the centrepiece of the range, accompanied by a more traditional four-door sedan and, from November 1984, a wagon. The hardtop in particular became closely associated with the 70 Series, with its low roofline, pillar treatment and increasingly upmarket cabin giving the Mark II a much more distinctive identity.
The engine range initially covered everything from a 1.8-litre four-cylinder and 2.4-litre diesels to several 2.0-litre straight-sixes. The naturally aspirated 1G-EU served as one of the mainstream six-cylinder engines, while the 1G-GEU Twin Cam 24 provided 160 PS and a considerably more sophisticated DOHC 24-valve layout.
Toyota also continued with the turbocharged M-TEU during the early part of the generation.
Then came the car that changed the tone of the range.
In October 1985, Toyota introduced the GT Twin Turbo, powered by the new 1G-GTEU 2.0-litre DOHC 24-valve twin-turbo straight-six. With 185 PS, it gave the Mark II a dedicated high-performance flagship and established a formula Toyota would continue developing through the 80 Series and eventually into the JZ-powered Tourer era.
The 70 Series is therefore much more than an older predecessor to the JZX cars. It is the generation where the Mark II began separating into two personalities: the traditional Grande-style executive saloon on one side and an increasingly serious performance car on the other.
Current Japanese Retail Price: Around ¥2 million–¥6 million+ (approximately €11,000–€34,000+ / $12,500–$38,000+). These figures represent asking prices in Japan before shipping and Irish import costs. The range is particularly wide because ordinary surviving cars and desirable specifications such as GT Twin Turbo can occupy very different parts of the market.
Best For: Buyers who want an early classic Mark II with genuine 1980s Toyota character, especially those interested in GX71 straight-six cars, Twin Cam 24 models or the GT Twin Turbo.
Engine output:
1S-U 1.8 petrol: 100 PS
1G-EU 2.0 straight-six: 130 PS
1G-GEU 2.0 Twin Cam 24 straight-six: 160 PS
M-TEU 2.0 turbo straight-six: approximately 130 PS in Toyota's representative Mark II specification
1G-GTEU 2.0 Twin Turbo straight-six: 185 PS
2L 2.4 diesel: 83 PS
2L-T 2.4 turbo diesel: 96 PS
Engine: 1.8-litre four-cylinder petrol, 2.0-litre naturally aspirated and turbocharged straight-six petrol engines, plus 2.4-litre naturally aspirated and turbocharged diesel engines.
Drive: Rear-wheel drive.
Transmission: Five-speed manual and four-speed automatic transmissions were available depending on engine and grade, including electronically controlled automatic systems on selected higher specifications.
Notable Features: First generation sold simply as Mark II rather than Corona Mark II, continued popularity of the four-door hardtop, availability of the 1G-GEU Twin Cam 24, and the 1985 introduction of the 1G-GTEU-powered GT Twin Turbo.
Body styles: Four-door hardtop and four-door sedan, with a wagon added to the Japanese range from November 1984.
The 60 Series had already shown what Toyota could do with a refined rear-wheel-drive saloon and increasingly advanced straight-six engines. The 70 Series went further by giving those ingredients a much clearer hierarchy.
A buyer could still choose a relatively modest GL, GR, LS or STD, while LG and Grande occupied the more comfortable side of the range. Grande Twin Cam 24 brought the sophisticated naturally aspirated 1G-GEU into the executive end of the line-up.
The GT Twin Turbo, however, was different. It was not simply a Grande with another equipment package. Its 1G-GTEU engine introduced twin turbochargers, DOHC architecture and 24 valves into a Mark II designed specifically to sit at the performance end of the range.
That distinction is worth remembering because it foreshadows almost everything that follows. GT Twin Turbo would lead into the faster 80 Series cars, which would eventually give way to Tourer V and then iR-V.
The later enthusiast reputation of the Mark II did not suddenly begin with the JZX100. The groundwork was already being laid here.
The 70 Series range still covered everything from basic everyday transport to well-equipped six-cylinder executive cars, but this was also the generation where the performance side of the Mark II became much more serious. The grade name alone does not always identify the engine, so chassis code, body style and production year remain important when comparing cars.
Grande remained the luxury-focused core of the 70 Series. It was typically associated with Toyota's six-cylinder engines and a higher level of interior trim, comfort and convenience equipment than the mainstream grades below it. Depending on year and specification, Grande could use the 2.0-litre 1G-EU or other six-cylinder configurations, while automatic transmission was common on better-equipped cars.
For buyers today, Grande is the traditional executive Mark II of this generation: understated, smooth and more focused on refinement than outright performance.
Grande Twin Cam 24 moved the executive formula into much more interesting mechanical territory. It used the 1,988 cc 1G-GEU straight-six, with DOHC and 24 valves, producing 160 PS at 6,400 rpm. That made it significantly more advanced than the regular 1G-EU-powered Grande and gave the car a much more enthusiastic character without abandoning the higher-grade interior and comfort equipment.
This is one of the 70 Series grades that matters most historically because it bridges the gap between the traditional Grande and the dedicated performance models that followed.
GL sat in the mainstream part of the line-up. It was positioned below the six-cylinder luxury grades and could be paired with simpler petrol or diesel powertrains depending on the exact car. Equipment was functional rather than lavish, making it one of the more ordinary Mark II specifications of the period.
Today, GL is mainly interesting as a reminder that the Mark II was still a broad family and business-car range, not yet a model defined primarily by its enthusiast versions.
GR occupied a similar middle-ground position, offering more equipment than the most basic versions without moving into Grande territory. Depending on year and body style, it could be paired with four-cylinder or other mainstream engine configurations. It was not intended as a performance model, despite the later Toyota association with the letters "GR".
For a modern buyer, the important point is not to read contemporary Gazoo Racing meaning into the badge. In the 70 Series hierarchy, GR was simply one of Toyota's regular grade designations.
LG sat further up the range and was commonly associated with six-cylinder power. Toyota used the 2.0-litre 1G-EU straight-six in representative 70 Series LG specifications, producing 130 PS, giving the car a smoother and more relaxed character than the four-cylinder grades below it.
It appealed to buyers who wanted the six-cylinder Mark II experience without necessarily stepping all the way up to Grande.
LS belonged to the more conventional side of the 70 Series range. Its specification varied with body style and production period, but it sat below the more expensive six-cylinder executive grades and was aimed primarily at everyday use rather than performance.
Surviving LS cars are now uncommon, and their interest is more about originality and period specification than outright desirability within the modern enthusiast market.
STD was the entry point to the passenger-car range. Toyota paired basic versions with the 1.8-litre 1S-U four-cylinder, producing around 100 PS, with equipment kept deliberately simple. Toyota's own historical specification lists the 1.8-litre STD sedan at 1,090 kg, underlining how much lighter and less complex these cars were than the better-equipped six-cylinder models.
It is the opposite end of the Mark II spectrum from the GT Twin Turbo, but that contrast is exactly what makes the 70 Series range so interesting.
The GT Twin Turbo is the 70 Series grade that changed the direction of the Mark II most clearly. Introduced in October 1985, it used Toyota's new 1G-GTEU 1,988 cc straight-six, combining DOHC, 24 valves, twin turbochargers and a water-cooled intercooler. Output was 185 PS, which placed it well above the naturally aspirated 1G-GEU Twin Cam 24 and made it the performance flagship of the range.
The engine itself was significant beyond the Mark II. Yamaha describes the 1G-GTEU as Japan's first DOHC twin-turbo production engine, developed from the 1G-GEU architecture and later uprated in subsequent applications.
What makes the GT Twin Turbo especially important is that Toyota was no longer simply offering a luxurious saloon with a more powerful engine. This was a clearly defined performance version within the Mark II range. That idea would become increasingly important in the generations that followed. The 80 Series continued to develop the formula, while the 90 and 100 Series eventually expressed it through Tourer S and Tourer V.
For anyone looking at the 70 Series today, the GT Twin Turbo is the car that most clearly shows where the later enthusiast-focused Mark II came from.
The 80 Series is where the Mark II starts to feel much closer to the cars enthusiasts recognise today.
Toyota launched the new hardtop and sedan in August 1988 with a more rounded body, a broader range of DOHC engines and a significantly more sophisticated chassis. Six-cylinder models used independent rear suspension, while the engine line-up included naturally aspirated, supercharged and twin-turbo straight-sixes.
At launch, the performance flagship was still the GT Twin Turbo, now using the 2.0-litre 1G-GTE with 210 PS. The naturally aspirated 1G-GE produced 150 PS, while Toyota also offered the supercharged 1G-GZE with 170 PS and the 1G-FE as a smoother mainstream six-cylinder option.
The bigger change came during the life of the generation.
In August 1989, Toyota added the 3.0-litre 7M-GE, producing 200 PS. Then in August 1990 the range gained the new 2.5-litre 1JZ-GE and, crucially, the twin-turbo 1JZ-GTE with 280 PS and 37.0 kg-m of torque. That engine completely changed the performance ceiling of the Mark II and established the mechanical foundation that would carry into the 90 and 100 Series.
The 80 Series was also commercially important. Toyota notes that the Mark II became Japan's best-selling car in 1990, even overtaking the Corolla for the first time in the nameplate's history.
There is one important date nuance with this generation. The hardtop moved on to the 90 Series in 1992, but the 80 Series sedan continued in production rather than being replaced immediately, remaining on sale until the mid-1990s. That is why the 80 Series production span overlaps with the 90 Series.
Current Japanese Retail Price: Around ¥1 million–¥5.3 million+ (approximately €5,500–€30,000+ / $6,500–$33,500+). These are Japanese retail asking prices rather than landed prices in Ireland. Engine and specification make a major difference here, particularly as the 80 Series spans everything from relatively ordinary versions to increasingly desirable six-cylinder and turbocharged cars.
Best For: Buyers who want the bridge between the earlier GX-era Mark II and the later JZ-powered cars, especially those interested in GX81 and JZX81 models.
Engine output:
4S-FI 1.8 four-cylinder: 105 PS
1G-FE 2.0 straight-six: 135 PS
1G-GE 2.0 Twin Cam 24 straight-six: 150 PS
1G-GZE 2.0 supercharged straight-six: 170 PS
1G-GTE 2.0 twin-turbo straight-six: 210 PS
7M-GE 3.0 straight-six: 200 PS
1JZ-GE 2.5 straight-six: approximately 180 PS in early 80 Series specification
1JZ-GTE 2.5 twin-turbo straight-six: 280 PS / 363 Nm
Engine: 1.8-litre four-cylinder petrol, 2.0-litre naturally aspirated, supercharged and twin-turbo straight-sixes, 2.4-litre diesel and turbo-diesel, later joined by 2.5-litre and 3.0-litre straight-six petrol engines.
Drive: Rear-wheel drive.
Transmission: Manual and automatic transmissions depending on engine and grade.
Notable Features: All petrol engines moved to DOHC architecture, six-cylinder versions gained independent rear suspension, the range included naturally aspirated, supercharged and twin-turbo straight-sixes, and the 1990 update introduced the 1JZ family to the Mark II.
Body styles: Four-door hardtop and four-door sedan. The previous-generation wagon continued separately rather than being replaced by an all-new 80 Series wagon.
The 80 Series matters because two different eras of Toyota performance meet inside the same generation.
Early cars still belong to the 1G era, with naturally aspirated, supercharged and twin-turbo 2.0-litre straight-sixes. A GT Twin Turbo from the beginning of production is therefore a very different proposition from a later 2.5-litre JZ-powered car.
Then Toyota introduced the 1JZ-GE and 1JZ-GTE in 1990.
That change was far more significant than a normal mid-cycle engine update. The 280 PS 1JZ-GTE gave the Mark II the engine family that would later become inseparable from the Tourer V name, while the naturally aspirated 1JZ-GE established the 2.5-litre straight-six as a core part of the range.
The 80 Series therefore sits in a unique position. It can still feel like an old-school 1980s Mark II in early GX81 form, or much closer to the 1990s JZX cars in later JZX81 specification.
That split is exactly why the engine and chassis code matter so much when researching one.
The 80 Series sits at an interesting point in Mark II history because the grade structure spans two different mechanical eras. Early cars were still centred on the 1G engine family, while later cars introduced the 1JZ engines that would become far more important in the 90 and 100 Series. That means the year, chassis code and engine matter just as much as the grade name when identifying an 80 Series correctly.
Toyota's own historical material confirms the GX81, SX80 and LX80 family at launch, with 1G-FE, 1G-GTE, 1G-GZE and 1G-GE six-cylinder engines, followed later by 7M-GE and then 1JZ-GE and 1JZ-GTE additions.
Grande remained the central executive grade of the 80 Series and was offered with several different six-cylinder engines over the life of the generation.
At launch, representative Grande specifications included the 2.0-litre 1G-FE and 1G-GE, while later updates brought larger-capacity engines into the range. The character stayed consistent: more comfort, better trim and a stronger emphasis on refinement than the lower GL, GR or STD grades.
For a modern buyer, a Grande is not one fixed mechanical specification. The engine code matters because an early 2.0-litre car and a later JZ-powered example can feel very different.
Grande Excellent Package added equipment and presentation to the standard Grande formula.
The emphasis was on specification rather than creating a distinct performance model. Depending on year, it could sit on the same basic engine and chassis combinations as other Grande variants, with the "Excellent Package" identifying a more generously equipped version.
This is one of those grades where originality matters more than the badge itself. On surviving cars, the condition of the interior and retention of factory equipment can be just as important as the mechanical specification.
Grande Twin Cam 24 focused more strongly on the engine. It used Toyota's 2.0-litre 1G-GE straight-six, a DOHC 24-valve unit producing around 150 PS in 80 Series specification. That gave it a more responsive and enthusiastic character than the regular 1G-FE Grande without moving into forced-induction territory. Toyota's historical data lists the 1G-GE alongside the other DOHC six-cylinder engines used in this generation.
For buyers who like the older 1G character but do not want the complexity of the twin-turbo car, this is one of the more interesting naturally aspirated grades.
Grande Twin Cam 24 Limited took the same naturally aspirated performance idea and combined it with a more distinctive equipment package.
The mechanical appeal remained centred on the 1G-GE DOHC 24-valve straight-six, while the Limited designation added extra specification rather than a separate higher-output engine.
Its value today is therefore in the combination of the Twin Cam 24 drivetrain and the rarer factory package, especially where the car remains close to original condition.
Grande Limited was another equipment-focused special version within the executive side of the range. It built on the regular Grande with additional trim and convenience features but should not automatically be treated as a more powerful model. The exact engine depended on production period.
As with many Mark II limited editions, the badge becomes more meaningful when the original factory specification is still intact.
Grande G sat near the upper end of the 80 Series range. It was associated with the more sophisticated six-cylinder specifications and could be paired with engines above the basic 2.0-litre level as the range evolved. Toyota also used Grande G for technologically advanced versions, including the supercharged 1G-GZE in representative early specifications. Toyota lists the 1G-GZE at 170 PS in the 80 Series.
The key appeal was not one single engine but its position as one of the more expensive, better-equipped and technically ambitious Mark II variants.
Grande G L specification pushed the luxury side of the 80 Series further again. The "L specification" added a higher equipment level to the Grande G base, making it one of the more comfort-oriented versions in the family. It was aimed at buyers who wanted a more premium Mark II rather than the sharper identity of GT Twin Turbo.
For collectors today, this is a grade where cabin condition, original trim and period equipment can matter as much as engine choice.
GL remained one of the straightforward mainstream grades. It sat below the six-cylinder executive cars and could be paired with simpler petrol or diesel powertrains depending on year and body style. It was never intended to be a headline enthusiast model.
Its importance is mainly in showing how broad the Mark II still was at this stage. Not every 80 Series was a six-cylinder performance saloon.
GR was another middle-tier specification positioned between the basic cars and the more expensive Grande range.
Like GL, it could appear with relatively modest engine combinations and was designed around everyday usability rather than performance.
The later meaning of "GR" in Toyota's Gazoo Racing era has no connection here. In the 80 Series, it was simply a normal grade designation.
GR Saloon was more clearly focused on the conventional four-door sedan side of the range. It combined the more traditional body style with a practical equipment level and was aimed at buyers who wanted a proper saloon rather than the more fashionable hardtop.
These cars are useful reminders that the 80 Series existed in two parallel personalities: the stylish hardtop most enthusiasts remember and the more conservative sedan that continued serving business and family buyers.
GR Saloon Special added extra equipment to the regular GR Saloon without changing the basic role of the car. It remained a conventional sedan specification, with the "Special" designation centred more on trim and convenience features than performance.
Because these versions attracted far less enthusiast attention than the hardtop or GT cars, surviving original examples can be unusual today.
LG continued the established six-cylinder middle-ground role seen in earlier Mark II generations. It offered more refinement than the entry grades without stepping into Grande territory, usually combining smoother six-cylinder power with a moderate equipment level.
By the late 1980s, however, the range around it had become much more sophisticated, so LG increasingly looked like the sensible six-cylinder choice rather than the premium or sporting one.
STD remained the basic end of the range. These cars prioritised simplicity and cost, with lower equipment levels and smaller-capacity engines. They were intended for straightforward transport rather than prestige.
Very few enthusiasts seek them out today, but an untouched STD can be historically interesting because it shows just how far apart the cheapest and most powerful versions of the same Mark II generation could be.
GT Twin Turbo is the grade that gives the 80 Series its strongest performance identity. Early in the generation, it used the 1G-GTE 1,988 cc DOHC 24-valve twin-turbo straight-six, producing 210 PS. That already made it significantly more powerful than the naturally aspirated Twin Cam 24 cars and continued the performance formula established by the 70 Series GT Twin Turbo. Toyota lists the 1G-GTE at 210 PS in its representative 80 Series specification.
The major transformation came in August 1990, when Toyota introduced the 1JZ-GTE 2.5-litre twin-turbo straight-six. Output jumped to 280 PS and 37.0 kg-m of torque, pushing the Mark II into an entirely different performance category. That later JZX81 specification is particularly important because it effectively previews the formula that would later define the Tourer V: a powerful 2.5-litre turbocharged straight-six, rear-wheel drive and an otherwise relatively discreet four-door body.
For buyers today, the distinction between the early 1G-GTE GT Twin Turbo and the later 1JZ-GTE car is critical. They share the same grade name, but mechanically they belong to two very different stages of Mark II development.
Launched in October 1992, the new generation grew into full 3-number dimensions and moved away from the more angular character of the 80 Series. More importantly, Toyota reorganised the range into two distinct personalities: the Grande side for comfort and executive use, and the new Tourer side for drivers who wanted sharper suspension, steering and stronger performance.
Mechanically, this was also a major step forward. The petrol range ran from a 1.8-litre four-cylinder to 2.0-, 2.5- and 3.0-litre straight-sixes, while the 2.4-litre turbo diesel remained available for buyers prioritising economy. The headline engine was the 1JZ-GTE 2.5-litre twin-turbo straight-six, producing 280 PS in the Tourer V, while the naturally aspirated 1JZ-GE and 2JZ-GE gave the upper Grande models much stronger performance without turning them into outright sports saloons.
The chassis changed significantly too. Toyota adopted double-wishbone suspension at all four corners, while technologies such as TEMS electronically controlled suspension, ABS, traction control and torque-sensing LSD were offered depending on grade. This gave Toyota much more scope to make a Grande feel composed and comfortable while tuning a Tourer to feel noticeably more responsive.
Another important change arrived in October 1993, when Toyota added electronically controlled full-time four-wheel drive to selected 2.5-litre models. That created the Grande Four and Grande G-Four branch of the range and added another dimension to what was already becoming a very broad Mark II line-up.
Current Japanese Retail Price: Around ¥1.5 million–¥6.5 million+ (approximately €8,500–€36,500+ / $9,500–$41,000+). These figures reflect retail asking prices in Japan before shipping, taxes, VRT and registration in Ireland. The broad range reflects the substantial difference between regular Grande and naturally aspirated versions and desirable Tourer specifications, particularly genuine Tourer V cars.
Best suited to: Buyers who want the first Mark II generation with the full Tourer identity, but still prefer the softer styling and early-1990s feel of the JZX90 era.
Engine output:
4S-FE 1.8 four-cylinder: 120 PS
1G-FE 2.0 straight-six: 135 PS
1JZ-GE 2.5 straight-six: 180 PS
1JZ-GTE 2.5 twin-turbo straight-six: 280 PS / 363 Nm
2JZ-GE 3.0 straight-six: 220 PS
2L-TE 2.4 turbo diesel: 97 PS
Engines: 1.8-litre four-cylinder petrol, 2.0-, 2.5- and 3.0-litre straight-six petrol engines, plus a 2.4-litre turbo diesel.
Drive: Rear-wheel drive, with electronically controlled full-time 4WD added to selected 2.5-litre models from 1993.
Transmission: Manual and automatic transmissions depending on engine and grade. The 1JZ-GTE Tourer V was available with a manual gearbox as well as automatic.
Notable Features: First Mark II generation to introduce the Tourer performance line, 3-number body dimensions, four-wheel double-wishbone suspension, 280 PS Tourer V, and electronically controlled full-time 4WD on selected 2.5-litre models.
Body style: Four-door hardtop. The previous 80 Series sedan continued separately for a time rather than being replaced by a new 90 Series sedan.
The 90 Series is important because Toyota stopped asking one grade structure to do everything.
The Grande range remained the polished side of the Mark II. Grande, Grande G and the various Limited, Regalia and special-package versions concentrated on comfort, equipment and a more traditional executive-car character. The 3.0-litre Grande G sat at the top with the 2JZ-GE, while the later Four models added four-wheel drive without changing that basic philosophy.
The new Tourer grades took a different route.
Tourer S gave buyers a naturally aspirated sports-oriented Mark II, while Tourer V combined the JZX90 chassis with the 280 PS 1JZ-GTE twin-turbo straight-six. Toyota also tuned suspension and steering differently between the Grande and Tourer lines, so the distinction went beyond badges and body trim.
That is what makes this generation such an important point in the Mark II timeline. The 80 Series had already proved how capable the 1JZ-GTE could be, but the 90 Series gave that performance hardware a dedicated identity.
From here onward, Tourer V was no longer just a powerful Mark II. It became one of the defining names of the entire model.
The 90 Series grade structure is where the Mark II becomes much easier to read in terms of intent. Toyota deliberately separated the range into luxury-focused Grande models and sportier Tourer models, while Gloire and GL covered the more conventional side of the line-up. The same generation also introduced full-time 4WD on selected 2.5-litre cars, so drivetrain becomes an important part of the grade story from this point onward.
Grande was the main executive grade of the 90 Series and one of the core models in the Japanese range. It could be found with 2.0-litre 1G-FE or 2.5-litre 1JZ-GE power depending on specification, giving buyers a choice between a more modest six-cylinder car and the stronger 180 PS 2.5-litre version. The focus stayed on comfort, trim and everyday usability rather than the sharper character of the Tourer line.
For many buyers, Grande was the default Mark II: smooth, quiet and better equipped without moving all the way to the flagship Grande G.
Grande Excellent Color Package was a special-edition treatment built around the regular Grande rather than a separate mechanical model.
Its appeal was mainly in presentation, with distinctive colour and trim combinations giving the car a more individual appearance while retaining the familiar Grande drivetrain and comfort-oriented character.
That makes it more relevant to buyers interested in originality and period specification than to those looking for a meaningful performance difference.
Grande Harmony Package was another special specification aimed at adding more comfort and visual distinction to the regular Grande. It was available with the 2.5-litre 1JZ-GE in JZX90 form, producing 180 PS, and retained rear-wheel drive with a four-speed automatic in representative specification.
The point of the Harmony Package was not extra power. It was a more polished version of the naturally aspirated Grande, making it one of the more interesting factory comfort packages from the early part of the generation.
Grande Regalia appeared later in the 90 Series as one of Toyota's special-edition Grande models. It was offered with both 2.0-litre GX90 and 2.5-litre JZX90 drivetrains, so Regalia should not be treated as one fixed engine specification. Toyota positioned it around extra convenience and interior equipment, with features such as a leather-wrapped steering wheel and wireless remote locking highlighted in period catalogue information.
For an original car, the appeal is in having a better-equipped factory Grande rather than a fundamentally different chassis or engine.
Grande Regalia Navigation Package took the Regalia idea one step further by adding factory navigation equipment.
It was offered as a late 90 Series special edition and could be specified with either the 2.0-litre 1G-FE or the 2.5-litre 1JZ-GE, both with rear-wheel drive and a four-speed automatic.
Today, the navigation hardware is interesting mainly as part of the car's original Japanese specification. The real value is in finding a complete, unmodified example where the factory interior and equipment have survived intact.
Grande Limited was a special-edition version based on the regular Grande. Toyota offered it during the later part of the generation as a value-focused higher-specification car, adding equipment without changing the basic Grande mechanical formula. Some sellers lists a 2.0-litre GX90 version among the 1995 special editions.
It sits below Regalia in terms of how distinctive the package feels, but it is still useful for buyers who want a factory-upgraded Grande rather than the standard specification.
Grande Four introduced one of the most important mechanical differences in the 90 Series range. Added after Toyota introduced electronically controlled full-time 4WD to selected 2.5-litre cars in 1993, it paired the naturally aspirated 1JZ-GE 2.5-litre straight-six with four-wheel drive rather than the usual rear-wheel-drive layout.
That makes the Grande Four more than a trim variation. It is a genuinely different drivetrain choice, aimed at buyers who wanted the comfort of a Grande with additional traction.
Grande Four Special Package built on the 4WD Grande with additional equipment. The important part remains the drivetrain: 2.5-litre 1JZ-GE power combined with Toyota's electronically controlled full-time 4WD system.
The Special Package designation added specification rather than extra engine performance, so buyers should view it as a better-equipped Grande Four rather than a more powerful one.
Grande G sat at the top of the luxury side of the 90 Series. In its flagship form, it used the 2JZ-GE 2,997 cc naturally aspirated straight-six, producing 220 PS, giving it considerably stronger performance than the regular 2.0- and 2.5-litre Grande models while keeping the focus on comfort and equipment. Toyota lists the JZX91 Grande G as one of the representative specifications for the generation.
This is the grade for buyers who want the biggest naturally aspirated engine in the 90 Series without moving into the sharper Tourer V.
Grande G-Four combined the higher-grade Grande G specification with four-wheel drive. Rather than using the 3.0-litre 2JZ-GE from the rear-wheel-drive flagship, the G-Four belonged to the 2.5-litre 1JZ-GE full-time 4WD branch introduced in 1993. Toyota specifically notes that 2.5-litre Grande and Grande G models gained electronically controlled full-time 4WD.
Its appeal is therefore quite specific: upper-level Grande equipment, naturally aspirated six-cylinder power and four-wheel drive in the same car.
Gloire sat below Grande and gave buyers a more affordable route into the Mark II. It was used particularly for the less powerful side of the range, including diesel versions, and carried a simpler equipment level than the executive-oriented Grande cars.
The grade matters because it shows that the 90 Series was still sold as a broad domestic saloon range, not just as a collection of JZ-powered enthusiast models.
Gloire Excellent Color Package added a more distinctive visual specification to the standard Gloire. The change was mainly about colour, trim and presentation rather than drivetrain. It retained the underlying character of the regular Gloire, making it more of a factory appearance package than a mechanical upgrade.
Original paint and interior combination are therefore the key things to verify on a surviving car.
Gloire Excellent Package was a higher-specification special edition of the Gloire.
Toyota offered it on the 2.4-litre turbo-diesel LX90, adding features such as a leather-wrapped steering wheel and wood-effect interior trim while retaining the underlying diesel drivetrain.
It is one of the more unusual 90 Series grades today because diesel Mark IIs receive far less attention than the petrol six-cylinder cars.
Gloire Limited was another special-edition version based on the diesel Gloire. There are listings with the LX90 2.4-litre turbo-diesel, available with either a five-speed manual or four-speed automatic.
That combination makes it mechanically very different from the JZX90 cars people usually associate with the generation, and surviving examples are now interesting mainly for their rarity and originality.
GL was the most basic regular grade in the 90 Series hardtop range. It sat below Gloire and Grande, with simpler equipment and a more utilitarian role. Depending on the exact production period, it could be paired with the 1.8-litre four-cylinder engine rather than the straight-six powertrains found further up the range.
For a buyer today, GL is less about performance and more about seeing the Mark II in its simplest factory form, far removed from the JZX90 Tourer V that now defines the generation for many enthusiasts.
Tourer S gave the 90 Series its first naturally aspirated sports-oriented Mark II. It used the 1JZ-GE 2.5-litre straight-six, producing 180 PS, but the important difference was not the engine alone. Toyota separated the Tourer and Grande lines through suspension and steering tuning as well as interior and exterior treatment, so Tourer S was designed to feel sharper even without turbocharging.
That makes it a very different proposition from a 2.5 Grande using the same basic engine. The performance is more modest than Tourer V, but the chassis character is much closer to the enthusiast side of the range.
Tourer V is the grade that defines the JZX90 today. It used the 1JZ-GTE 2,491 cc DOHC 24-valve twin-turbo straight-six, producing 280 PS at 6,200 rpm. Toyota lists the JZX90 Tourer V as one of the representative models for the generation and describes it as the most powerful version in the range.
The engine was only part of the package. Toyota tuned the Tourer line differently from the Grande models, and the 90 Series chassis could also be equipped with technologies such as TEMS, ABS and a torque-sensing LSD depending on specification. A five-speed manual was available, which is one reason genuine factory-manual JZX90 Tourer V cars are especially sought after today.
More importantly, this was the first generation where the Tourer V name and the 1JZ-GTE became inseparable. The 80 Series had already introduced the engine, but the JZX90 gave it a clear performance identity, one that Toyota would refine again with the JZX100.
For buyers looking at one now, originality matters enormously. Many Tourer Vs have been modified, drifted, converted or rebuilt over the years, so confirming the original chassis, transmission, accident history and quality of any modifications is every bit as important as mileage.
The 100 Series is the generation that cemented the Mark II's modern enthusiast reputation.
Toyota launched it in September 1996 with the same basic split that had worked so well on the 90 Series: Grande for comfort and executive use, Tourer for the more performance-focused side of the range. But the mechanical package moved on again. Every petrol engine was now a straight-six DOHC 24-valve unit, the 2.5- and 3.0-litre engines gained VVT-i, and the turbocharged 1JZ-GTE switched from twin turbos to a single turbo while retaining the 280 PS headline figure.
That change is one of the reasons the JZX100 matters so much. The 1JZ-GTE 2.5-litre single-turbo straight-six delivered 280 PS, but with a different response and torque character from the earlier JZX90 twin-turbo setup. The naturally aspirated 1JZ-GE produced 200 PS, while the 3.0-litre 2JZ-GE remained the flagship naturally aspirated engine with 220 PS. The 2.0-litre 1G-FE sat below them with 140 PS.
The 100 Series also sharpened the difference between the standard and performance models. A Grande could still be a smooth, understated executive saloon, while Tourer S and especially Tourer V offered a much more driver-focused interpretation of the same platform. That same basic mechanical family also underpinned the contemporary Toyota Chaser 100 Series, which is why buyers researching one often end up comparing the two side by side. The Chaser used the same core 2.0-, 2.5- and 3.0-litre straight-six engine families, but Toyota gave it a slightly shorter body and a different visual identity.
Full-time 4WD also remained part of the Japanese range through the Grande Four family, giving the 100 Series another layer of choice beyond engine and trim. Toyota's own records identify the core chassis families as GX100, JZX100, JZX101, JZX105 and LX100.
Current Japanese Retail Price: Around ¥1.5 million–¥6.5 million+ (approximately €8,500–€36,500+ / $9,500–$41,000+). These are current Japanese retail asking prices, not Irish landed prices. Grade, transmission and originality have an especially strong influence on 100 Series values, with ordinary versions sitting at the lower end while genuine Tourer V cars, particularly desirable factory specifications, can command considerably more.
Best suited to: Buyers who want the classic JZX100 formula, whether that means a naturally aspirated six-cylinder Grande, a 4WD Grande Four or the much more serious Tourer V.
Engine output:
1G-FE 2.0 straight-six: 140 PS
1JZ-GE 2.5 straight-six VVT-i: 200 PS
1JZ-GTE 2.5 single-turbo straight-six VVT-i: 280 PS
2JZ-GE 3.0 straight-six VVT-i: 220 PS
2L-TE 2.4 turbo-diesel: 97 PS
Engines: 2.0-litre, 2.5-litre and 3.0-litre petrol straight-sixes, plus a 2.4-litre turbo-diesel.
Drive: Rear-wheel drive, with full-time 4WD on selected Grande Four models.
Transmission: Automatic transmissions across much of the range, with manual transmission available on selected sporting specifications including Tourer V.
Notable Features: VVT-i on the 2.5- and 3.0-litre engines, single-turbo 1JZ-GTE in place of the previous twin-turbo arrangement, continued Grande/Tourer split, full-time 4WD variants and much stronger modern enthusiast interest in genuine JZX100 cars.
Body style: Four-door hardtop.
The 100 Series is where the Mark II moved beyond being simply one of Toyota's domestic executive saloons and became a model with a lasting enthusiast identity of its own.
The reason is not just Tourer V.
The whole range became more clearly defined. Grande covered the comfort-led side, Grande Four added 4WD, Grande G sat higher up the executive hierarchy, Tourer S provided a naturally aspirated sporting option and Tourer V delivered the full 280 PS turbocharged package.
The key mechanical change was the move to the single-turbo VVT-i 1JZ-GTE. Power remained officially at 280 PS, but the delivery changed enough to give the JZX100 a noticeably different character from the JZX90 before it.
This is also where the relationship with the Toyota Chaser 100 Series becomes especially relevant. Both cars shared the same core platform and engine families, but Toyota gave them different styling and identities.
The Chaser has since become one of the most sought-after Japanese performance saloons, with clean, original JZX100 examples becoming increasingly difficult to replace as more cars are exported, modified or lost to hard use.
We cover that side of the story in much more detail in our dedicated Toyota Chaser JZX100 Import Guide, including current values, realistic Irish import budgets, what to look for before buying and why condition and originality now matter so much.
The Mark II kept its own personality. It was generally the more understated and executive-looking of the two, which is part of the appeal today.
A clean JZX100 Mark II can still deliver the same core six-cylinder, rear-wheel-drive character while attracting less attention than the equivalent Chaser.
The 100 Series range is where the Mark II grade structure became especially easy to divide by purpose. Grande models covered the executive side, Grande Four added full-time 4WD, while Tourer, Tourer S and Tourer V formed the sportier branch. The 1998 facelift also changed some of the underlying specifications, including the 2.0-litre 1G-FE, so production date matters when comparing two cars with the same badge. Toyota offered GX100, JZX100, JZX101, JZX105, GX105 and LX100 derivatives across the generation.
Grande remained the backbone of the Mark II range and was offered with several different engines rather than representing one fixed specification.
Depending on year, buyers could find it with the 2.0-litre 1G-FE, the 2.5-litre 1JZ-GE, or even the 2.4-litre turbo-diesel. Rear-wheel drive was standard on these models. Early 2.0-litre cars produced 140 PS, while the facelifted 1G-FE moved to 160 PS; the 2.5-litre 1JZ-GE produced 200 PS. That makes Grande one of the grades where engine code and build date matter just as much as the badge itself.
Grande Trant was a special specification introduced with the 1998 facelift period and was available with both 2.0-litre GX100 and 2.5-litre JZX100 drivetrains. The 2.0-litre version used the facelifted 1G-FE producing 160 PS, while the 2.5-litre car used the 1JZ-GE with 200 PS. Both were rear-wheel drive and paired with a four-speed automatic.
Toyota's Japanese catalogues use the name トラント, which is rendered variously as Trant or Trente in English-language databases. Mechanically, it remained part of the comfort-led Grande family rather than being a performance derivative.
Grande Regalia was another later special-edition branch of the Grande range. It appeared with both 2.0-litre and 2.5-litre rear-wheel-drive specifications, retaining the familiar naturally aspirated six-cylinder engines while adding a more distinctive equipment package. The 2.5-litre version used the 200 PS 1JZ-GE, while the later 2.0-litre cars used the 160 PS 1G-FE.
Its significance is mainly in factory specification and originality rather than additional performance.
Grande Regalia G Edition arrived near the end of 100 Series production as a further development of the Regalia special-edition idea.
Toyota offered it with both GX100 2.0-litre and JZX100 2.5-litre rear-wheel-drive configurations. The 2.0-litre car used the 160 PS 1G-FE, while the 2.5-litre version retained the naturally aspirated 1JZ-GE.
The "G Edition" name should not be confused with Grande G. It identifies a special Regalia specification, not the 3.0-litre flagship grade.
Grande Four is mechanically more important than most of the special-edition badges because it changes the drivetrain. Early examples used the JZX105 chassis, combining the 2.5-litre 1JZ-GE with full-time 4WD and a four-speed automatic. After the 1998 facelift, Toyota also offered a GX105 2.0-litre Grande Four alongside the 2.5-litre version.
For buyers comparing cars today, that means "Grande Four" does not automatically mean 2.5 litres. The chassis code immediately tells you which drivetrain you are looking at.
Grande Four Regalia applied the Regalia special-edition treatment to the 4WD side of the range. Unlike the regular JZX105 Grande Four, the later Regalia Four was offered as a GX105 2.0-litre full-time 4WD model using the facelifted 1G-FE and four-speed automatic.
It is therefore quite different mechanically from a 2.5-litre Grande Four despite the similar name.
Grande Four Regalia G Edition appeared in the final months of 100 Series production. It combined the GX105 chassis, 2.0-litre 1G-FE, four-speed automatic and full-time 4WD with the later Regalia G Edition specification. Contemporary catalogue listings place it from April 2000 until the end of the generation.
This is one of the more unusual late 100 Series grades because it combines the smaller six-cylinder engine with four-wheel drive and a special-edition trim package.
Grande Four G Package sat above the regular 2.5-litre Grande Four in the 4WD hierarchy. It used the JZX105 chassis, 2.5-litre 1JZ-GE, four-speed automatic and full-time 4WD. Toyota's 1996 catalogue positioned it above the standard Grande Four, with a higher original list price reflecting the additional specification.
This is the more comprehensively equipped version of the 2.5-litre Four rather than a different engine or higher-output model.
Grande Four N Package is one of the less commonly discussed JZX105 derivatives. It appeared from 1998 with the 2.5-litre 1JZ-GE, full-time 4WD and four-speed automatic, retaining the same fundamental drivetrain as the regular 2.5 Grande Four.
The distinction is package specification rather than additional power, so a buyer should verify the original equipment rather than assuming the "N" designation changes the mechanical package.
Grande Four S Package is another grade where the chassis code prevents confusion. In the facelifted 100 Series it was a GX105 2.0-litre model, using the 160 PS 1G-FE with full-time 4WD and a four-speed automatic.
Despite the "S Package" wording, this should not be treated as a Tourer-style performance model. Its defining difference is its particular equipment package within the 2.0-litre 4WD Grande Four range.
Grande G occupied the upper end of the naturally aspirated executive range and could be specified with either the 2.5-litre 1JZ-GE or the 3.0-litre 2JZ-GE. The 2.5 produced 200 PS, while the JZX101 3.0-litre version produced 220 PS. Both were rear-wheel drive and automatic, with Grande G concentrating on equipment and refinement rather than the harder-edged character of the Tourer line.
The 3.0-litre Grande G is especially interesting because it gives you the largest naturally aspirated engine offered in the 100 Series without moving into the turbocharged Tourer V.
GL sat at the opposite end of the range. In the 100 Series, it was associated with the LX100 2.4-litre 2L-TE turbo-diesel, rear-wheel drive and relatively modest equipment. Toyota catalogue listings show both manual and automatic diesel GL versions during the generation.
It has little connection with the JZX100 performance image, but that is precisely why it is useful historically. The Mark II was still a broad domestic-market saloon, not simply a platform for the 1JZ-GTE.
Tourer was the entry point to the 100 Series sporting line. Unlike Tourer S and Tourer V, it used the 2.0-litre 1G-FE rather than a 1JZ. It remained rear-wheel drive and automatic, with the grade distinguished more by its sportier presentation and chassis character than outright engine performance.
The 1998 facelift is relevant here too: later 1G-FE cars produced 160 PS, making them stronger than the earlier 140 PS versions while still remaining well below the 2.5-litre Tourers.
Tourer S used the naturally aspirated 1JZ-GE 2.5-litre straight-six, producing 200 PS. It retained rear-wheel drive but delivered the Tourer styling and more sporting character without the turbocharger or 280 PS output of Tourer V. Facelift cars also moved to a five-speed automatic, while earlier versions used a four-speed automatic.
For someone who likes the JZX100 chassis but does not need the turbo engine, Tourer S is much more than a lesser Tourer V. It offers the same naturally aspirated 1JZ character found elsewhere in the range but packages it around the sportier Tourer identity.
Tourer V is the version that dominates the JZX100 story. Its 1JZ-GTE 2,491 cc straight-six gained VVT-i and moved from the JZX90's twin-turbo arrangement to a single turbocharger. Official output remained 280 PS, but the engine delivered stronger low- and mid-range torque and became one of Toyota's most recognised performance engines.
Rear-wheel drive was standard, and buyers could choose either a four-speed automatic or the highly desirable R154 five-speed manual. Toyota's Japanese catalogue lists both transmissions for the JZX100 Tourer V.
What separates the Tourer V from the rest of the range is that the engine, drivetrain and chassis intent all point in the same direction. This was not simply a faster Grande. It was the dedicated performance version.
It is also the specification where the connection with the Toyota Chaser JZX100 is strongest. Both used the same fundamental 1JZ-GTE/RWD formula, which is why buyers often compare Tourer V versions of the Mark II and Chaser directly.
For a car of this age, though, the badge is only the starting point. Factory-manual status, modification quality, accident history, original panels, differential specification and evidence of hard use can make two apparently similar Tourer Vs very different purchases.
Toyota launched the ninth-generation Mark II in October 2000 on a newly developed package that shared its basic platform architecture with the contemporary Crown. The wheelbase grew to 2,780 mm, the cabin became noticeably taller and roomier, and the engine and fuel tank were moved closer to the centre of the car to reduce yaw inertia. Toyota described the result as a more driver-oriented luxury saloon rather than simply another evolution of the previous hardtop.
The mechanical layout enthusiasts cared about remained intact. The engines were still mounted longitudinally, rear-wheel drive remained central to the range and Toyota retained double-wishbone suspension front and rear. Full-time 4WD was available on selected versions.
What changed most was the engine hierarchy. The 2.5-litre range now included the 1JZ-FSE D-4 direct-injection engine, producing 200 PS, alongside the conventional 1JZ-GE with the same quoted output.
At the top sat the familiar 1JZ-GTE, still officially rated at 280 PS. The entry six-cylinder remained the 2.0-litre 1G-FE with 160 PS.
The performance side also changed its vocabulary. The Tourer name disappeared. Initially, Toyota used Grande iR-S and Grande iR-V for the sportier cars, with dedicated suspension, 17-inch wheels, darker exterior details and a more driver-focused interior. As the range evolved, the shorter iR, iR-S and iR-V names became established alongside the traditional Grande family.
And then there was Fortuna Yamaha Power. Introduced in 2001 as a Modellista-developed derivative created with Yamaha, it raised the turbocharged 2.5-litre engine from 280 PS to 300 PS and added corresponding chassis tuning. It is one of the most interesting factory-associated versions of the final Mark II and deserves its own detailed treatment when we reach the grades.
Current Japanese Retail Price: Around ¥1 million–¥5.7 million+ (approximately €5,500–€32,000+ / $6,500–$36,000+). These figures represent asking prices in Japan before the costs of bringing the vehicle to Ireland. Standard Grande and naturally aspirated versions can remain relatively accessible, while genuine iR-V, Fortuna and Yamaha Power cars occupy a very different part of the market.
Best suited to: Buyers who want the final evolution of the traditional straight-six Mark II, particularly those interested in JZX110 turbo models without moving into the later Mark X generation.
Engine output:
1G-FE 2.0 straight-six: 160 PS
1JZ-FSE 2.5 D-4 straight-six: 200 PS
1JZ-GE 2.5 straight-six: 200 PS
1JZ-GTE 2.5 turbo straight-six: 280 PS
Fortuna Yamaha Power tuned 1JZ-GTE: 300 PS
Engines: 2.0-litre and 2.5-litre naturally aspirated straight-sixes, including direct-injection D-4, plus the 2.5-litre turbocharged 1JZ-GTE. All were DOHC six-cylinder engines with VVT-i.
Drive: Rear-wheel drive, with full-time 4WD offered on selected Grande and Grande Four derivatives.
Transmission: Four- and five-speed electronically controlled automatics depending on engine and specification, with a five-speed manual available for the high-performance turbo model.
Notable Features: Longer 2,780 mm wheelbase, redesigned double-wishbone suspension, D-4 direct injection on the 1JZ-FSE, continuation of the 280 PS 1JZ-GTE, new iR performance identity, optional full-time 4WD and the 300 PS Fortuna Yamaha Power derivative.
Body style: Four-door sedan. The 110 Series abandoned the earlier pillarless-hardtop direction and adopted a more conventional, taller saloon body. Toyota also later developed the related Mark II Blit wagon on the same platform.
The 110 Series is easy to dismiss if you approach the Mark II only through the lens of JZX90 and JZX100 Tourer V.
It should not be.
Toyota deliberately changed the proportions and priorities of the car. The body became taller, the wheelbase grew and interior space improved, but underneath it remained a longitudinal straight-six platform with rear-wheel drive and double-wishbone suspension.
The performance hierarchy was reorganised too. Tourer V disappeared, but the idea behind it did not. The turbocharged 1JZ-GTE survived in the iR-V family with the same official 280 PS output, and Toyota specifically tuned the suspension, steering and presentation of its sportier variants differently from the ordinary Grande models.
At the opposite end of the range, the new 1JZ-FSE D-4 reflected where Toyota was heading technologically. Direct injection, lean-burn operation and electronically controlled throttles were aimed at improving efficiency and everyday response rather than chasing more peak power.
Then Modellista and Yamaha provided the final flourish. The Fortuna Yamaha Power pushed the turbo engine to 300 PS and received additional chassis tuning, giving the Mark II one last genuinely special performance derivative before production ended.
The 110 Series therefore deserves to be seen as more than "the Mark II after the JZX100". It was the final expression of Toyota's long-running straight-six, rear-wheel-drive saloon formula before the Mark X took over in 2004.
The 110 Series needs to be read carefully because Toyota changed the naming structure during production. Early cars used names such as Grande iR-S and Grande iR-V, while the October 2002 facelift simplified the sporting line to iR, iR-S and iR-V. The Grande family remained alongside them, while Regalia, Limited and 35th Anniversary versions added equipment-focused special editions.
Grande remained the core comfort-focused grade of the 110 Series. The 2.5-litre JZX110 version used Toyota's 1JZ-FSE D-4 direct-injection straight-six, producing 200 PS and 250 Nm, with rear-wheel drive and an automatic transmission.
Rather than chasing the sportier character of the iR models, Grande retained the traditional executive side of the Mark II formula, concentrating on smooth six-cylinder performance, comfort and everyday use.
Grande Limited Navigation Package was a special-edition version of the later Grande with factory navigation included as part of the package.
Toyota offered it in both 2.0-litre GX110 and 2.5-litre JZX110 form, so the name does not identify one specific engine. The mechanical package remained unchanged from the underlying Grande, with the Navigation Package focused on equipment rather than performance.
Grande Regalia appeared during the earlier part of the 110 Series as a more generously equipped Grande special edition.
It was available with both 2.0- and 2.5-litre rear-wheel-drive specifications. The 2.5 used the 1JZ-FSE D-4 straight-six with 200 PS, while the 2.0 retained the 160 PS 1G-FE.
Grande Regalia Navigation Package added factory navigation to the Regalia specification.
As with the standard Regalia, Toyota offered both GX110 2.0 and JZX110 2.5 versions. The important distinction is equipment, not a separate engine or chassis tune.
Grande 35th Anniversary was introduced in 2003 to mark 35 years of the Mark II name.
Toyota offered both a 2.0-litre GX110 and a 2.5-litre JZX110 version. The 2.0 produced 160 PS, while the 2.5 used the 200 PS 1JZ-FSE D-4. Both were rear-wheel drive with a four-speed automatic.
Grande Limited was another later equipment-focused special edition.
It was sold in both 2.0- and 2.5-litre rear-wheel-drive form, retaining the regular Grande mechanical specification underneath. The 2.5-litre JZX110 used the 1JZ-FSE, while the GX110 used the 1G-FE.
This version combined the 35th Anniversary specification with factory DVD navigation.
Toyota offered both 2.0- and 2.5-litre versions, again using the GX110 and JZX110 chassis respectively. The navigation system was standard on this package rather than optional.
Grande Four was the four-wheel-drive counterpart to the regular Grande.
In the 110 Series it used the GX115 chassis, 2.0-litre 1G-FE and full-time 4WD with a four-speed automatic. That makes it mechanically quite different from the rear-wheel-drive 2.5-litre Grande despite the shared name.
Grande Four Limited applied the Limited special-edition treatment to the 2.0-litre full-time 4WD car.
The drivetrain remained GX115, 1G-FE and four-speed automatic. The difference was additional factory equipment rather than a change in power output or chassis specification.
This was the navigation-equipped version of Grande Four Limited.
It retained the GX115 2.0-litre full-time 4WD mechanical package, with the Navigation Package adding factory navigation and associated equipment.
Grande Four Regalia brought the Regalia special-edition specification to the four-wheel-drive side of the range.
It used the GX115 chassis, 2.0-litre 1G-FE, four-speed automatic and full-time 4WD. The Regalia name therefore indicated equipment rather than a larger engine or stronger drivetrain.
This version combined the same GX115 4WD drivetrain with the Regalia package and factory navigation.
As with the rear-wheel-drive Regalia Navigation Package, the change was primarily one of equipment and convenience rather than mechanical specification.
Grande Four 35th Anniversary was the 4WD member of the 35th Anniversary range.
Toyota paired the GX115 chassis with the 2.0-litre 1G-FE, four-speed automatic and full-time 4WD. It was therefore distinct from the rear-wheel-drive 2.5-litre Anniversary model, despite sharing the commemorative name.
Grande Four S Package was the lower-priced 4WD specification offered from the beginning of the generation.
It used the same GX115, 1G-FE, 4AT and full-time 4WD combination as Grande Four, but Toyota trimmed the equipment level to position it below the regular Four. It should not be confused with the sportier iR-S despite the "S Package" wording.
This combined the 35th Anniversary 4WD specification with factory navigation.
Like the regular Grande Four 35th Anniversary, it used the GX115 chassis, 2.0-litre engine and full-time 4WD, with the navigation package accounting for the main specification difference.
Grande G sat at the upper end of the naturally aspirated rear-wheel-drive range.
It used the JZX110 chassis and 2.5-litre 1JZ-FSE D-4 straight-six with 200 PS, paired with a five-speed automatic. Compared with the regular 2.5 Grande, it added a higher equipment level and more premium positioning rather than additional engine output.
Grande G-Four was the higher-grade 4WD model and, importantly, used a different engine from the 2.0-litre Grande Four.
It combined the JZX115 chassis with the conventional 2.5-litre 1JZ-GE producing 200 PS, full-time 4WD and a four-speed automatic. Toyota's own historical specification identifies the JZX115 as the 2.5-litre 4WD branch of the range.
Grande G-tb was the luxury-focused turbo model at launch.
It used the JZX110 chassis and 2.5-litre 1JZ-GTE producing 280 PS, but was offered with a four-speed automatic and Grande-oriented equipment rather than the explicitly sporting identity of the iR-V.
This makes G-tb particularly interesting today: mechanically it shares the turbo engine with the performance cars, but Toyota positioned it as the high-powered executive version.
Grande iR-S was the early naturally aspirated sports grade, used from launch until the 2002 naming revision.
It used the JZX110 chassis, 2.5-litre 1JZ-FSE D-4 producing 200 PS, rear-wheel drive and a five-speed automatic. Toyota also gave the iR grades sportier exterior details and chassis tuning than the conventional Grande range.
Grande iR-S Fortuna was a Modellista-developed derivative based on the naturally aspirated Grande iR-S.
It retained the 200 PS 1JZ-FSE and five-speed automatic, but added the Fortuna-specific exterior and chassis treatment. Importantly, this was not the Yamaha Power version and did not receive the 300 PS turbo engine. GAZOO confirms that the standard Fortuna line included an iR-S-based version alongside the iR-V-based car.
Grande iR-V was the early sporting flagship of the 110 Series.
It used the 1JZ-GTE 2.5-litre turbo straight-six with 280 PS, rear-wheel drive and was available with either a five-speed manual or four-speed automatic. Toyota specifically highlighted the Grande iR-V and iR-S at launch as the sportier versions of the new Mark II.
Grande iR-V Fortuna combined the 280 PS turbo drivetrain with Modellista's Fortuna package.
Unlike the Yamaha Power version, the standard Fortuna retained the normal iR-V engine output. It could therefore be viewed as a more distinctive factory-associated iR-V rather than a higher-powered engine derivative.
This is one of the most significant versions of the entire 110 Series. Developed by Modellista in cooperation with Yamaha, the Fortuna Yamaha Power used a specially tuned 1JZ-GTE producing 300 PS rather than the standard 280 PS. Toyota's own history also notes dedicated chassis tuning, while surviving original examples show the model used a specific turbocharger, aero and wheels.
It was introduced in 2001 and belongs to the early Grande iR-V naming period, which is why it should not simply be treated as another later iR-V special edition.
The plain iR name appeared after the October 2002 facelift when Toyota simplified the sporting grade structure.
It used the GX110 chassis, 2.0-litre 1G-FE with 160 PS, rear-wheel drive and a four-speed automatic. It effectively became the entry point to the facelifted iR family.
iR Fortuna was a Fortuna-styled version of the 2.0-litre iR.
It retained the naturally aspirated 1G-FE drivetrain, so its distinction lay in the Modellista-developed appearance and equipment treatment rather than extra performance.
The facelifted iR-S replaced the earlier Grande iR-S naming.
It retained the JZX110 chassis, 2.5-litre 1JZ-FSE D-4 with 200 PS, rear-wheel drive and five-speed automatic. The mechanical formula was therefore familiar, but the grade name became shorter as Toyota reorganised the range.
iR-S Fortuna applied the Fortuna treatment to the facelifted iR-S.
The underlying drivetrain remained the 200 PS naturally aspirated 1JZ-FSE with five-speed automatic. As with the earlier Grande iR-S Fortuna, this was not a Yamaha Power model.
The facelifted iR-V continued the turbo performance formula after Toyota dropped the "Grande" prefix. It retained the JZX110 chassis, 2.5-litre 1JZ-GTE with 280 PS and 378 Nm, rear-wheel drive and the choice of five-speed manual or four-speed automatic.
Mechanically, it is closely related to the earlier Grande iR-V, but its name belongs specifically to the post-2002 range.
iR-V Fortuna was the facelift-era Fortuna derivative based on the 280 PS iR-V.
It kept the standard turbo drivetrain while adding the Fortuna-specific styling and chassis treatment. As with the earlier Grande iR-V Fortuna, the standard Fortuna should be distinguished clearly from the Yamaha Power version.
The later iR-V Fortuna Yamaha Power continued the Yamaha-developed 300 PS concept into the facelifted naming era. The defining feature remained the tuned 1JZ-GTE producing 300 PS, together with additional chassis development. Toyota's historical record confirms the Fortuna Yamaha Power programme as a Modellista and Yamaha collaboration rather than an ordinary catalogue trim package.
For buyers today, this is one of the versions where provenance matters most. A genuine Yamaha Power car should be verified through its original specification and documentation rather than judged from exterior appearance alone.
The Mark II is not one car with a long list of trims. A 60 Series Grande, an 80 Series GT Twin Turbo, a JZX90 Tourer V and a JZX110 iR-V belong to completely different periods of Toyota engineering.
Before looking at colour, mileage or even grade, decide which part of the Mark II story actually appeals to you.
That is usually the JZX100. It has become the poster generation for the model, especially in Tourer V form, but that popularity has pushed prices up and reduced the number of original cars available. A genuine factory manual Tourer V is highly desirable, but it is also one of the versions most likely to have been modified, drifted, repainted, repaired or converted over the years.
If originality matters to you, a cleaner Tourer S or Grande can be a far more sensible car than a compromised Tourer V.
Look at the 60 and 70 Series. These are the cars for buyers who want period Toyota character more than outright speed. The appeal is in the shape, the cabin, rear-wheel drive and early straight-six engineering rather than modern performance.
A Grande Twin Cam 24 is more interesting mechanically than a basic GL or STD, while a 70 Series GT Twin Turbo represents the first genuinely serious performance branch of the Mark II.
Do not assume you are settling for the lesser car.
A 1JZ-GE Tourer S, 2.5-litre Grande or later 1JZ-FSE iR-S can give you the six-cylinder, rear-wheel-drive Mark II experience without the boost, tuning history or stronger prices attached to the turbo models.
They are slower, obviously, but often easier to find in more original condition.
The 80 Series is the one to study properly. Early cars still use the 1G family, while later JZX81 cars introduced the 1JZ-GE and 1JZ-GTE. That means two cars with the same broad 80 Series identity can be mechanically very different.
If the engine matters to you, do not shop by badge alone. Check chassis code and production date first.
The 110 Series is the last chapter. It is larger, more modern and more refined than the JZX90 and JZX100, but it still keeps the longitudinal straight-six, rear-wheel-drive formula.
The turbo choice is Grande iR-V or later iR-V, both using the 280 PS 1JZ-GTE.
If you want something rarer, the Fortuna Yamaha Power cars move into a different category again with 300 PS and specific factory-associated tuning.
These cars need careful identification because the names changed during production.
The 90 and 100 Series are the cars most enthusiasts mean when they talk about a Mark II today.
The Tourer S gives you the naturally aspirated 1JZ-GE and the sportier chassis identity without the cost and history that often come with a turbo car.
The Tourer V gives you the 1JZ-GTE, rear-wheel drive and the strongest factory performance character of the period.
On the 90 Series it is twin-turbo. On the 100 Series it changes to the single-turbo VVT-i setup. That difference matters.
Look at the Grande Four, Grande G-Four and equivalent 4WD branches. These cars are mechanically different from the rear-wheel-drive models and were built for traction rather than sporting purity.
They add weight and complexity, so choose one because you genuinely want 4WD, not because the badge sounds higher-spec.
This is where you need to be especially careful.
Factory manual turbo cars exist and are highly desirable, but manual conversions are also common.
A converted car is not automatically bad, but it should never be treated as equivalent to a factory manual without checking the quality of the work, original chassis specification and associated drivetrain changes.
Older Twin Cam 24, GT Twin Turbo, special-package Grande cars and later Fortuna Yamaha Power versions are all interesting for different reasons. But rarity does not make a poor car good.
On a Mark II, originality, accident history, rust, interior condition and the quality of previous work can matter more than how unusual the badge is.
That is usually where the most caution is needed. Cheap Tourer V and iR-V examples often become cheap for a reason: heavy modification, accident history, drift use, missing original parts, tired drivetrains or years of deferred maintenance.
The purchase price is only the first number.
The Toyota Mark II was never just one thing. Over the years it moved from a comfortable Japanese saloon into a range that could include simple everyday grades, well-equipped six-cylinder cruisers, full-time 4WD versions and some of Toyota's most respected rear-wheel-drive turbo models.
The Mark II suits buyers who like the idea of a Japanese saloon with a proper sense of progression through the generations. Some will be drawn to the earlier cars for their period styling and old-school Toyota engineering, while others will be interested in the better-known performance years built around the Tourer and iR models. Either way, the appeal usually starts with the car's identity rather than simple practicality.
It also suits someone who understands that the Mark II range is broader than internet hype suggests. Not every good Mark II is a turbo car, and not every desirable example needs to be the most famous version. A clean Grande, a well-kept Grande G, a naturally aspirated Tourer S or an iR-S can make just as much sense as a headline-grabbing turbo model, depending on what you actually want from the car.
The strongest candidate is usually a buyer who appreciates Toyota's rear-wheel-drive saloon history and is willing to choose carefully by generation, engine, drivetrain and condition. For that kind of buyer, the Mark II offers far more depth than a single badge name might suggest.
The Mark II is not the right choice for someone who just wants the easiest possible route into Japanese ownership. Even the newer cars are now ageing, and the older generations require a very different mindset from buying a modern everyday saloon. Parts support, trim condition, rust, accident history, previous modifications and mechanical wear all matter, and they matter differently depending on which generation you choose.
It may also disappoint buyers who focus too heavily on the famous versions without understanding what comes with them. Turbocharged grades such as Tourer V, iR-V and factory special editions are appealing for obvious reasons, but they are also the cars most likely to have lived harder lives, attracted modifications or developed a market value that no longer reflects "cheap fun". Buying the badge without understanding the reality behind it is where many mistakes begin.
A Mark II may therefore be the wrong fit if you mainly want low fuel costs, up-to-date safety, simple daily usability or a car that can be chosen quickly without much research. Its appeal comes from depth, nuance and mechanical character. If those things do not matter to you, there are easier cars to own.
Best for
Buyers who want Toyota's classic straight-six, rear-wheel-drive saloon formula.
Avoid if
You want modern simplicity and predictable running costs.
Sweet Spot
The cleanest generation & drivetrain that matches how you actually want to use it.
What surprises owners most
How different one Mark II can feel from another.
One sentence verdict
Saloon family with real mechanical depth & serious enthusiast pedigree.
The Mark II is one of those cars where the internet can distort the buying process.
Mention the name and most people immediately think Tourer V, 1JZ-GTE, factory manual, JZX100. Those cars deserve their reputation, but focusing too heavily on the famous combinations can make buyers overlook what matters most: the exact car in front of them.
A Mark II can have the right badge and still be the wrong purchase.
That is especially true with the turbo generations. JZX90 Tourer V, JZX100 Tourer V and JZX110 iR-V models have spent decades attracting tuning, drifting, gearbox conversions, suspension changes, boost upgrades and accident repairs. None of those things automatically make a car bad, but they make history and workmanship far more important than the name on the boot.
The same applies to factory manuals.
A genuine factory-manual turbo car will usually command stronger money, but a manual conversion should not be valued or judged in the same way without checking how the work was carried out, which components were used and whether the rest of the drivetrain was changed properly.
There is another trap at the opposite end of the market: assuming naturally aspirated or Grande models are automatically less interesting.
A clean 1JZ-GE Tourer S, Grande G or well-preserved older Twin Cam 24 can offer far more integrity than a tired turbo car bought simply because it has the desirable engine. The performance difference may be obvious, but so can the difference in previous use.
Age changes the equation again.
With a 60, 70 or 80 Series car, originality, corrosion, trim availability and previous restoration can outweigh almost everything else. By the time you reach the 90, 100 and 110 Series, modification history becomes increasingly important.
That is why the safest way to approach a Mark II is to work backwards:
First identify the generation, then the engine, then the drivetrain and transmission, then the original grade, and only after that judge the individual car on condition, history and quality of previous work.
The biggest mistake is assuming the famous specification is automatically the best purchase.
With a Mark II, the better car often matters more than the better badge.
The easiest mistake to make with the Mark II is to treat the whole range as if it gradually evolved towards the JZX100. It did not. Each generation reflects a different period of Toyota engineering, different buyer priorities and a different idea of what the Mark II was supposed to be.
The 60 Series is the most traditional of the group. It belongs to an era when the Mark II was still primarily an executive and family saloon, with a wide spread of modest four-cylinder, diesel and six-cylinder versions. The later Grande Twin Cam 24 hinted at what was coming, but the car was still far removed from the performance image attached to the name today.
The 70 Series introduced a much clearer technical edge. Grande and LG still covered the comfortable side of the range, but Twin Cam 24 and especially GT Twin Turbo gave the Mark II a more serious enthusiast identity. This is where the performance branch really starts to become visible.
The 80 Series is the transition generation. Early cars still belong to the 1G era, while later versions brought in the 1JZ family. That means an 80 Series can feel like an evolution of the 1980s Mark II or like the beginning of the JZ-powered cars that followed, depending entirely on year and specification.
The 90 Series is where Toyota formalised the split. Grande remained the executive side, while Tourer S and Tourer V created a clearly defined sports line. The chassis became more sophisticated, 4WD joined selected grades, and the JZX90 Tourer V established the combination of 1JZ-GTE power, rear-wheel drive and four-door practicality that would define the next chapter.
The 100 Series refined that formula rather than reinventing it. The single-turbo VVT-i 1JZ-GTE changed the character of the Tourer V, the styling became more mature, and the whole generation became one of the most recognisable forms of the Mark II. It is also the point where originality now matters hugely because so many cars have been modified, converted or used hard.
The 110 Series moved in a different direction again. It became taller, roomier and more modern, with a stronger executive-car feel, but Toyota retained the straight-six, rear-wheel-drive foundation. Tourer disappeared, iR took over the sporting side, direct injection appeared in naturally aspirated models, and the 1JZ-GTE survived to the end in iR-V form.
The six generations can therefore be thought of like this:
60 Series: traditional and period-correct
70 Series: the performance identity begins
80 Series: old-school Mark II meets the first JZ era
90 Series: the Tourer formula is established
100 Series: the JZX identity reaches its most recognisable form
110 Series: the final, more modern interpretation of the straight-six Mark II
None is automatically the best one.
The 60 and 70 Series offer the strongest sense of age and originality. The 80 Series is mechanically fascinating because it spans two engine eras. The 90 Series is where the enthusiast formula becomes clear. The 100 Series is the most iconic. The 110 Series is the most modern and usable of the traditional straight-six generations.
The right choice depends less on which generation has the strongest reputation and more on which version of the Mark II story you actually want to own.
Price note: Japanese prices shown are approximate retail asking-price ranges across the wider generation, including different grades, engines and specifications. Euro and US dollar figures are approximate currency conversions only. They do not include shipping, insurance, inland transport, customs, VAT, VRT, registration or other import-related costs.
The best reason to look in Japan is not that every Mark II will be cheaper there. It is that Japan is where the full range was sold in the first place.
That matters enormously with this model.
A local advert might simply say "Mark II", but the Japanese market can expose the differences between a basic Grande, a Grande Four, a Tourer S, a Tourer V, an iR-V, or one of the much rarer special-edition cars. Chassis code, engine, transmission and original grade can completely change what the car actually is.
Japan also gives you a better chance of comparing like with like. Instead of judging the market from one or two cars already in Ireland, you can compare several GX, JZX and 4WD examples and see how condition, originality, specification and modification history affect value.
That is especially important with the 90, 100 and 110 Series, because many of the most desirable cars have been modified heavily over the years. Importing from Japan does not remove that risk, but it gives you a broader pool from which to search for a car that still matches its original identity.
The older generations benefit for a different reason. With 60, 70 and 80 Series cars, the challenge is often simply finding a genuine surviving example at all. Japan is still the natural place to look for unusual grades, period-correct interiors and cars that have not been converted into something they were never meant to be.
For the Mark II, importing from Japan is therefore less about chasing a bargain and more about having access to the actual range Toyota built.
A well-maintained Mark II can be very dependable, but it is dangerous to treat the entire model line as if "Toyota reliability" automatically settles the question.
The 60, 70 and 80 Series are now old enough that condition matters more than the original engineering reputation. Cooling systems, rubber components, suspension, electrical parts, interior trim and previous repairs all need to be judged as age-related items rather than assumed to be fine because the car has low mileage.
The 90 and 100 Series brought in the engines that gave the Mark II much of its reputation for durability. The 1JZ-GE, 1JZ-GTE and 2JZ-GE are fundamentally strong engines, and well-maintained examples can cover serious mileage. But these cars are also old enough for timing-belt history, oil leaks, cooling-system condition, ignition components, suspension wear and previous modifications to matter. Specialist buying guides also consistently point out that hard use and neglected maintenance are now bigger risks than any inherent weakness in the basic engine design.
The JZX100 deserves particular attention to electronics as well as mechanics. Owner reports document age-related ECU capacitor leakage on some 1JZ-GTE cars, which can cause poor running or eventually prevent the car from operating correctly.
That is not a reason to avoid the generation, but it is a useful example of why a 25- to 30-year-old car needs to be assessed as an old car, not simply as a reliable Toyota.
The 110 Series adds another layer because some naturally aspirated cars use the direct-injection 1JZ-FSE, while the iR-V retains the turbocharged 1JZ-GTE. The basic engines remain robust, but fuel-system condition, intake cleanliness, timing-belt history, cooling and suspension wear deserve careful attention on higher-mileage cars.
Transmission choice matters too. A factory manual turbo car may be desirable, but an automatic that has been serviced properly can be a much safer proposition than a poorly executed manual conversion.
The same rule applies across every generation:
Living with a Mark II is less about one universal character and more about where in the model's history you enter.
A 60 or 70 Series feels unmistakably old-school. The steering, controls, cabin layout and general pace of the car belong to another era, and that is exactly where much of the appeal lies. You notice the age, but you also notice how different it feels from anything modern.
The 80 Series starts to bridge that gap. Later JZ-powered versions feel much more familiar mechanically, while the 90 and 100 Series settle into the formula most enthusiasts associate with the Mark II: smooth straight-six engines, rear-wheel drive, proper four-door practicality and enough refinement to use regularly without stripping away the car's character.
The 110 Series moves things further again. It is quieter, roomier and more modern inside, with better everyday comfort and less of the old hardtop feel.
For some buyers that makes it easier to live with. For others, it makes the earlier cars more appealing.
The engine changes the experience just as much as the generation. A naturally aspirated Grande is relaxed and easygoing. A Tourer S adds more response without becoming demanding. A Tourer V or iR-V feels much more urgent, but also asks more from tyres, brakes, fuel and maintenance.
That range is one of the Mark II's strongest qualities. It can be a classic, a cruiser, a refined daily or a genuinely quick performance saloon depending on which version you choose.
What it never really becomes is anonymous.
Even the quieter grades still carry that distinctive mix of longitudinal straight-six engineering, rear-wheel-drive balance and Japanese executive-car character that makes the Mark II feel different from an ordinary saloon.
The obvious answer would be the engines, and they are certainly a major part of the attraction.
The naturally aspirated six-cylinder cars are smooth and unusually relaxed, while the turbocharged 1JZ-GTE versions deliver the kind of effortless performance that explains why the Mark II became such a respected tuning platform.
But the appeal goes deeper than horsepower.
Owners often value how usable the car remains. It has four proper doors, a real boot, comfortable seating and the ability to cover distance without constantly reminding you that you bought an enthusiast car. Even many of the faster versions can settle down and behave like ordinary executive saloons when you are not asking anything from them.
The chassis is another reason people stay attached to them. Rear-wheel drive gives the car a natural balance, and the later generations in particular feel composed without becoming sterile. The Mark II was never built as a dedicated sports car, and that is arguably part of what makes it so appealing.
Then there is the understated nature of the whole thing.
A good Mark II does not need huge wings or dramatic styling to justify itself. Much of what makes it interesting is hidden underneath. A clean Grande can look almost anonymous while sharing its basic architecture and engine family with much more serious machinery.
For many owners, that combination is the point, a car that can be appreciated quietly, driven properly and understood more deeply the longer you own it.
The Mark II is often reduced to JZX100, 1JZ-GTE and Tourer V but that misses most of what makes the model interesting. Across six generations, Toyota built everything from simple family saloons to Twin Cam 24 cars, GT Twin Turbos, luxury Grande models, full-time 4WD versions, Tourer S, Tourer V and iR-V. The deeper you look into the range, the harder it becomes to define the Mark II by one famous badge.
No. JZX100 is a chassis code, not a grade. Toyota used the JZX100 code for several rear-wheel-drive 2.5-litre Mark II versions, including naturally aspirated cars as well as the turbocharged Tourer V. A genuine Tourer V therefore needs to be identified by its original grade and drivetrain, not simply by seeing "JZX100" in an advert.
Both use the 2.5-litre 1JZ-GTE and both were officially rated at 280 PS, but the engines are configured differently. The JZX90 Tourer V uses the earlier twin-turbo 1JZ-GTE. The JZX100 Tourer V uses the later VVT-i version with a single turbocharger. They also belong to different chassis generations, so the distinction goes well beyond the turbo arrangement.
Because genuine manual cars are much harder to replace. Manual conversions are common on JZX90 and JZX100 cars, so a five-speed gearbox alone does not prove factory specification. Buyers paying a premium for an original manual should confirm the car's original configuration rather than relying on the seller's description or the gearbox currently fitted.
That description misses an important part of the car. A JZX90 or JZX100 Tourer S uses the naturally aspirated 1JZ-GE, while the Tourer V uses the turbocharged 1JZ-GTE. Toyota also positioned the Tourer grades around a sportier chassis and presentation than the Grande range. A Tourer S therefore has its own place in the line-up rather than existing merely as a cheaper Tourer V.
Yes, but only if what you actually want is the Mark II rather than specifically the performance model. Grande covers a huge part of the Mark II story. Depending on generation, it can mean anything from a relatively modest six-cylinder saloon to a 2.5- or 3.0-litre executive model.
It identifies a four-wheel-drive model. Grande Four and Grande G-Four versions use a different drivetrain from the familiar rear-wheel-drive cars. Engine combinations also changed by generation, so "Four" should not be treated simply as a higher equipment level. If rear-wheel drive is one of the reasons you want a Mark II, check the chassis code before buying.
The 80 Series introduced the 1JZ family during its production run. That is why the 80 Series is particularly interesting mechanically. Earlier cars belong to the 1G era, while later JZX81 versions moved into the JZ period that would define the 90 and 100 Series.
Conceptually, yes. Mechanically and dynamically, not quite. The JZX110 iR-V continued with the 280 PS 1JZ-GTE, rear-wheel drive and available manual transmission, but the 110 Series itself was larger, taller and more modern than the JZX100. It is better understood as the final evolution of the turbo Mark II formula rather than simply a facelifted Tourer V.
This is not merely an appearance package. The Fortuna Yamaha Power was developed through Modellista with Yamaha involvement and raised the turbocharged 1JZ-GTE to 300 PS. It also received associated chassis development. Because the name is valuable today, provenance matters. A normal iR-V with Fortuna-style parts is not the same thing as a genuine Yamaha Power car.
Because the same qualities that make them desirable also made them popular tuning and motorsport platforms. Many have been modified, manual-converted, used for drifting, repaired after accidents or exported from Japan. That means surviving cars with original bodywork, factory drivetrain specification and a documented history occupy an increasingly different part of the market from average modified examples.
It matters, but it should never be read alone. On a 25- to 40-year-old Mark II, service history, accident repairs, rust, previous modifications, storage and overall condition can tell you much more than one odometer figure. A well-kept 140,000 km car can be a more convincing purchase than a questionable 70,000 km example with no history.
Because by this age, mileage is only one part of the valuation. Factory manual versus automatic, original grade, accident history, colour, modification quality, body condition, original interior, service documentation and whether the car retains factory components can all change the value considerably. With JZX cars, two superficially similar adverts can describe two very different cars.
They are closely related, particularly in the 90 and 100 Series, but they are not simply the same car wearing different badges. They shared important platform and engine architecture, including the 1JZ and 2JZ families, but Toyota gave them different bodywork, grade structures and identities.
Your dedicated Toyota Chaser JZX100 guide is useful here because it shows how differently Toyota structured the Avante and Tourer sides of the Chaser range.
No. Tourer V disappeared after the 100 Series, but the turbocharged performance branch continued in the 110 Series as Grande iR-V and later iR-V. The Mark II itself remained in production until 2004, when Toyota replaced it with the Mark X.
"Finding a clean one is harder than finding a fast one."
"Mine gets more attention from people who know exactly what it is than from anyone else."
"The JZX90 feels a little more old-school than the 100. That is exactly why I wanted it."
"Once you start learning the chassis codes, you realise just how many completely different cars Toyota sold under the same name."
"You have to buy on history, not hype. A good JZX90 is brilliant. A tired one can become a project very quickly."
"The best Mark II is not necessarily the rarest one. It is the one that still feels like somebody cared for it."
"People overlook the 110 because it isn't shaped like a JZX100. Drive one and the appeal makes much more sense."
"The twin-turbo delivery gives it its own personality. It doesn't feel like an earlier version of the JZX100, it feels like a different generation."
With a Mark II, generation, chassis code, engine, drivetrain and original grade can change the car completely. A JZX100 Tourer V, JZX105 Grande Four and GX100 Grande may look closely related, but they should never be valued or assessed in the same way.
Before committing to a car, understand the import process, realistic landed cost, VRT position and the additional expense that can come with an older or modified Japanese performance car.
For the Mark II especially, leave room in the budget for the car itself to matter more than the badge. A stronger example with better history can easily be worth paying more for than the cheaper car that needs sorting after arrival.
The difference between an average Mark II and the right one often comes down to generation, chassis code, original grade, transmission, modification history and how the car has been treated over the years.
Use our Import Options form to tell us what kind of Mark II you want. We can then look at what is actually available in Japan and help you compare the examples worth pursuing.
The goal is not to find one quickly. It is to find the right one.
Looking for more information? Explore our most popular import guides covering costs, VRT, buying advice and everything involved in importing a car from Japan to Ireland.
Japanese auction sheet damage codes are shorthand used by auction inspectors to record visible defects and previous work across a vehicle. Depending on the auction house, markings such as A can indicate scratches, U dents, W signs of paintwork or repair, S rust, C corrosion, while X and XX can identify panels requiring replacement or already...
Choosing the right car isn't just about finding the right make, model or budget. When importing from Japan, the exact specification can dramatically influence what you'll pay by the time the vehicle reaches Ireland. Two cars that appear almost identical may have completely different VRT calculations, running costs and long-term value, because of...
Choosing the best Japanese wheelchair accessible vehicle isn't about buying the most expensive model or the one with the biggest badge. It's about finding the WAV that best suits your mobility requirements, family, passengers and everyday lifestyle. For some buyers, that may be a compact family WAV such as the Toyota Sienta, Honda Freed, Toyota...
The Toyota Chaser JZX100 has quietly become one of Japan's most sought-after performance saloons. Once considered an affordable alternative to the Nissan Skyline, today's best examples are increasingly difficult to find, with clean, original cars attracting strong demand from enthusiasts across Europe, Australia and the United States. As...
