Real Japanese-market examples, generation guides, grade differences, V6 specifications, drivetrain options, import costs and practical information for Irish buyers considering a Toyota Mark X from Japan.
The Toyota Mark X was sold in Japan from 2004 to 2019 as Toyota's rear-wheel-drive sports and executive saloon positioned between more conventional family models and larger luxury cars such as the Crown. Across two generations, it combined naturally aspirated V6 engines with rear-wheel drive as the core layout, while selected grades also offered four-wheel drive, higher-output engines and more focused chassis specifications.
For Irish buyers, the Mark X is interesting because the Japanese range was far broader than the model's relatively low profile in Europe might suggest. The 120 Series included 250G and 300G models, higher-specification packages and the distinctive Modellista-developed Vertiga range, while the later 130 Series expanded into 2.5- and 3.5-litre versions, G's, GR Sport and the factory-developed GRMN.
The difference between grades can be substantial. A basic 250G, a 350S, a Vertiga Supercharger and a GRMN may all carry the Mark X badge, but they differ significantly in power, chassis tuning, transmission, equipment and intended character.
That makes the Mark X a model where understanding the exact Japanese specification matters more than simply searching by year or engine size.
This guide covers the complete Japanese-market Mark X range, including the X120 and X130 generations, their engines, drivetrains, factory grades, special editions and the differences that matter when comparing cars in Japan.
The Toyota Mark X replaced the Mark II in Japan in 2004, but it was not simply a renamed continuation of the old car. Toyota gave it a more modern identity built around V6 power, rear-wheel drive and a lower, more sporting presentation.
The X120 Series introduced the basic Mark X formula. Most cars used either a 2.5-litre or 3.0-litre V6, with rear-wheel drive forming the core of the range and four-wheel drive available on selected 250G versions. Toyota also offered a wide spread of equipment packages, while Modellista created the Vertiga line for buyers wanting a more distinctive factory-associated specification.
The X130 Series arrived in 2009 and carried the same basic idea forward with a more modern chassis and updated V6 engines.
The 2.5-litre models remained the volume choice, while 3.5-litre versions brought considerably more performance. Toyota also pushed the enthusiast side of the Mark X much further during this generation through G's, GR Sport and GRMN.
That progression is what makes the model interesting today.
The 120 Series is generally the more understated and traditional interpretation of the Mark X, while the 130 Series introduced sharper styling, newer safety technology and the most serious factory performance versions.
For an Irish buyer, the important thing is not simply choosing between 120 and 130 Series. It is understanding which engine, drivetrain and exact Japanese grade sits underneath the car being considered.
THE GENERATION THAT REPLACED THE MARK II WITH A MORE MODERN V6 REAR-WHEEL-DRIVE SALOON
The first-generation Mark X arrived in Japan in November 2004 as the successor to the Mark II. Toyota did more than change the badge. The old straight-six layout disappeared and the new car adopted V6 engines across the range, while retaining the front-engine, rear-wheel-drive architecture that had long defined Toyota's larger sports and executive saloons.
The Japanese line-up was built around three core chassis codes: GRX120 for 2.5-litre rear-wheel-drive models, GRX121 for 3.0-litre rear-wheel-drive versions and GRX125 for 2.5-litre full-time 4WD cars. From there, Toyota layered on F Package, L Package, S Package, Premium and a substantial number of special editions, while Modellista developed the much more distinctive Vertiga range.
Typical Import Budget: Market dependent. Japanese Mark X 120 Series examples remain available, but values vary considerably depending on engine, grade, mileage, condition, modification history and whether the car is a standard Toyota model or a rarer Vertiga or supercharged derivative.
Best For: Buyers who want the more understated Mark X experience, with naturally aspirated V6 power, rear-wheel drive and a wide choice of Japanese grades without the higher prices of the later specialist models.
Engine: 2,499 cc 4GR-FSE V6 petrol | 2,994 cc 3GR-FSE V6 petrol | supercharged 3.0-litre 3GR-FSE on selected Modellista Vertiga versions.
Engine output: 215 PS (158 kW) at 6,400 rpm for the 2.5-litre 4GR-FSE | 256 PS (188 kW) at 6,200 rpm for the 3.0-litre 3GR-FSE.
Drive: Rear-wheel drive | full-time 4WD on GRX125 models.
Transmission: 6-speed Super ECT automatic on rear-wheel-drive models | 5-speed automatic on full-time 4WD versions.
Notable Features: V6 engines throughout the range, double-wishbone front suspension, multi-link rear suspension, 6-speed automatic on RWD cars, full-time 4WD availability, S Package sports equipment, Premium grades and Modellista Vertiga versions including supercharged 3.0-litre models.
Body style: Four-door sedan.
The biggest mechanical change was under the bonnet.
Toyota abandoned the inline-six engines associated with the Mark II and moved entirely to its new GR-series V6 family. The 2.5-litre 4GR-FSE produced 215 PS, while the 3.0-litre 3GR-FSE delivered 256 PS. Both used direct injection and were paired with automatic transmissions, with rear-wheel-drive cars receiving a six-speed Super ECT.
That made the 120 Series feel considerably more modern than the car it replaced.
The suspension layout also reflected the Mark X's intended character. Toyota used double wishbones at the front and a multi-link arrangement at the rear, giving the car a more sophisticated chassis than a conventional front-wheel-drive family saloon.
The core range was divided logically.
The 250G was the main 2.5-litre rear-wheel-drive model, while the 250G Four added full-time 4WD. The 300G brought the stronger 3.0-litre engine, and 300G Premium pushed the car toward a more luxurious specification with additional comfort and safety equipment.
Toyota then used package names to create further separation. F Package models reduced equipment and price, L Package concentrated on comfort and interior specification, and S Package introduced sportier styling, 18-inch wheels, stronger brakes and VSC/TRC.
Then came the Vertiga. Developed through Toyota Modellista, the Vertiga gave the Mark X a much more aggressive identity, with its own styling and several mechanical combinations. The range stretched from 250G-based versions to 300G Premium derivatives, including rare supercharged models.
That breadth is what makes the 120 Series more interesting than its relatively restrained appearance suggests.
The easiest way to understand the 120 Series is to separate it into four groups: mainstream 250G cars, full-time 4WD versions, 300G models and the Modellista-developed Vertiga range.
The Vertiga 250G is a Modellista-developed version of the standard rear-wheel-drive 250G. Underneath, it keeps the GRX120 chassis, 2.5-litre 4GR-FSE V6, 215 PS output and six-speed automatic, but gains the much more aggressive Vertiga exterior treatment that separates it visually from an ordinary Mark X.
It is important not to confuse the Vertiga badge with a separate performance engine. On the 250G, the appeal is primarily the Modellista styling and rarer factory-associated specification rather than additional power.
The Vertiga 250G F Package starts from the lower-equipment 250G F Package rather than the standard 250G. It therefore retains the same GRX120 rear-wheel-drive chassis, 4GR-FSE 2.5-litre V6, 215 PS and six-speed automatic, but with a simpler underlying factory specification.
The Vertiga body treatment is the main visual difference. For buyers comparing Japanese examples, it is worth checking the base grade carefully because a Vertiga 250G F Package and a regular Vertiga 250G can look similar while differing in equipment.
The Vertiga 250G Four combines Modellista styling with the GRX125 full-time 4WD drivetrain. It uses the same 2.5-litre 4GR-FSE V6 and 215 PS output as the rear-wheel-drive 250G, but Toyota pairs the Four chassis with a five-speed automatic rather than the six-speed transmission used by GRX120 cars.
That makes this more than an appearance variant. The drivetrain, transmission and additional weight are genuinely different from a rear-wheel-drive Vertiga 250G.
The Vertiga 250G Four F Package is the lower-equipment 4WD version of the Vertiga. Its mechanical package is still substantial: GRX125 chassis, full-time 4WD, 2.5-litre 4GR-FSE V6 and five-speed automatic.
Compared with the normal Vertiga 250G Four, the difference is the F Package's simpler equipment level rather than reduced engine output. It is useful for buyers who specifically want a genuine Vertiga and 4WD but do not require the higher trim specification.
The Vertiga 250G Four L Package sits at the more comfort-focused end of the 2.5-litre 4WD Vertiga range. It combines the GRX125 full-time 4WD chassis with the higher-equipment L Package and the distinctive Modellista exterior treatment.
The engine remains the 215 PS 4GR-FSE and the transmission remains the five-speed automatic used by other Four models. Its attraction is therefore the combination of 4WD, higher interior specification and rarer Vertiga styling rather than extra performance.
The Vertiga 250G L Package is a rear-wheel-drive GRX120 built around the comfort-oriented 250G L Package. It keeps the 2.5-litre 4GR-FSE V6, 215 PS output and six-speed automatic but adds the Modellista Vertiga exterior.
The L Package itself was positioned above the regular 250G in equipment, with Toyota using features such as higher-grade trim and additional convenience items to move it further toward the executive side of the range.
The Vertiga 300G is the first big mechanical step up within the Vertiga family. It uses the GRX121 chassis and 2,994 cc 3GR-FSE direct-injection V6, producing 256 PS and 314 Nm, with rear-wheel drive and a six-speed automatic.
Compared with a Vertiga 250G, this is not simply a higher grade. The larger V6 gives the car meaningfully stronger performance while retaining the same basic Modellista-developed exterior concept.
The Vertiga 300G S Package combines the stronger 256 PS 3GR-FSE with the more sports-oriented S Package specification. That means it sits much closer to the enthusiast end of the naturally aspirated 120 Series than the ordinary 300G.
It remains rear-wheel drive with a six-speed automatic, but the S Package adds the sportier wheel, brake and chassis-related equipment associated with Toyota's performance-led versions.
The Vertiga 300G Premium uses the 300G Premium as its base, combining the 256 PS 3.0-litre V6 with higher factory equipment and the Modellista bodywork.
The Premium grade itself was positioned as a technology- and comfort-led flagship, with equipment such as intelligent AFS and smart entry associated with the specification. The Vertiga version therefore mixes the most luxurious mainstream 300G base with a far more aggressive exterior appearance.
The Vertiga 300G Premium Supercharger is one of the most significant 120 Series derivatives because the difference is genuinely mechanical. A supercharger was added to the 3GR-FSE 3.0-litre V6, lifting output to around 320 PS and 412 Nm, while retaining rear-wheel drive and the six-speed automatic.
That places it in a completely different category from ordinary Vertiga appearance packages. Genuine supercharged cars are much rarer, so provenance, original Modellista/TOM'S components and documentation matter heavily when assessing one today.
This is one of the most specialised configurations associated with the first-generation Mark X. It combines the 300G Premium base, S Package-related equipment, additional chassis bracing and the supercharged 3.0-litre drivetrain.
Cars of this type should not be judged like an ordinary modified 300G. Original supercharger hardware, intercooling, transmission cooling, suspension and chassis components can be important to authenticity and value, particularly because genuine factory-associated supercharged Mark X examples are scarce.
The 250G is the reference point for the entire first-generation Mark X range. It uses the GRX120 chassis, 2,499 cc 4GR-FSE direct-injection V6, 215 PS, rear-wheel drive and six-speed automatic.
For buyers researching a 120 Series, this is the standard against which most other 2.5-litre grades should be compared. F Package sits below it in equipment, while L Package, S Package and special editions build different personalities around the same core drivetrain.
The 250G Limited is a special-edition version of the standard 250G rather than a different mechanical model. It retains the GRX120, 4GR-FSE, rear-wheel drive and six-speed automatic but adds a more distinctive factory equipment package.
For buyers, the important point is that "Limited" refers to trim and specification rather than extra engine output. When comparing Japanese cars, condition and whether the Limited-specific equipment remains intact are more relevant than expecting a performance advantage.
The 250G F Package is the lower-specification entry point into the rear-wheel-drive 2.5-litre range. Toyota kept the same 215 PS 4GR-FSE, GRX120 chassis and six-speed automatic, but simplified items such as alloy wheels and discharge headlights compared with higher grades.
That makes it mechanically just as much a Mark X as the standard 250G. The difference is equipment and original price, not engine performance.
The 250G F Package Smart Edition builds on the entry-level F Package by adding back selected convenience and technology features.
The core drivetrain remains unchanged: 2.5-litre 4GR-FSE, 215 PS, rear-wheel drive and six-speed automatic. Its value lies in bridging the gap between the very basic F Package and the better-equipped standard 250G without changing the fundamental mechanical specification.
GRX120 chassis and 2.5-litre rear-wheel-drive drivetrain but adds selected factory trim and convenience equipment.
For search purposes, buyers should view it as a more comprehensively specified F Package rather than as a sportier or higher-output 250G.
The 250G Four is the main 4WD model in the first-generation Mark X range. It uses the GRX125 chassis, full-time four-wheel drive, 2.5-litre 4GR-FSE V6 and 215 PS, but switches to a five-speed automatic.
That drivetrain distinction is important. A 250G Four is heavier and mechanically different from the rear-wheel-drive GRX120, so buyers should not treat "Four" as merely an equipment badge.
The 250G Four Limited takes the standard GRX125 Four drivetrain and adds a more complete special-edition specification.
The 4GR-FSE, five-speed automatic and full-time 4WD hardware remain unchanged. The appeal lies in receiving the additional factory trim or convenience features while retaining the traction advantages of the Four chassis.
The 250G Four F Package is the more affordable 4WD specification. It still receives the GRX125 chassis, 215 PS 4GR-FSE and full-time 4WD, but Toyota reduces equipment compared with the normal 250G Four.
Its original Japanese list price was also lower, reinforcing that the F Package was an equipment-saving grade rather than a mechanical downgrade.
The Smart Edition adds selected convenience equipment to the otherwise simpler 250G Four F Package.
Mechanically it remains a GRX125 with full-time 4WD and five-speed automatic. Its place in the range is therefore between the stripped-back F Package concept and better-equipped standard Four grades.
The Four F Package Limited follows the same formula as the rear-wheel-drive F Package Limited but on the GRX125 platform.
It keeps the 2.5-litre V6, full-time 4WD and five-speed automatic, with the "Limited" part referring to additional trim and equipment rather than changes to power or drivetrain.
The 250G Four L Package is the more comfort-oriented 4WD configuration. Toyota combines the GRX125 chassis and full-time 4WD with the higher-equipment L Package.
That means it sits well above the Four F Package in factory specification while using the same 215 PS 4GR-FSE. Goo-net data also shows it carrying one of the highest original prices among 2.5-litre Four variants.
The 250G Four Prime Selection is a special edition based on the regular 250G Four. Toyota used dedicated interior materials, wood-effect trim and specific exterior colours on the Prime Selection family, giving it a more upscale presentation without altering the engine or 4WD system.
For collectors or buyers who care about factory specification, the value is in those original Prime Selection details remaining intact.
The 250G L Package is the higher-specification, comfort-focused version of the rear-wheel-drive 250G. It retains the GRX120 chassis, 2.5-litre 4GR-FSE V6 producing 215 PS and six-speed automatic, while adding a higher level of factory equipment than the standard 250G.
Toyota positioned the L Package toward the more executive side of the 2.5-litre range, with additional interior and convenience equipment rather than changes to engine performance. It therefore sits above the regular 250G in specification while retaining the same core rear-wheel-drive drivetrain.
The 250G S Package is the most clearly sport-oriented version of the naturally aspirated 2.5-litre range. It keeps the same 215 PS 4GR-FSE, but Toyota adds sportier wheels, braking and chassis-related equipment rather than increasing engine output.
This distinction matters because many buyers search specifically for "Mark X 250G S Package" expecting a different engine. The extra appeal is in how the car is equipped and presented, not in a higher power figure.
The 250G Prime Selection is a special edition of the standard rear-wheel-drive 250G. Toyota added dedicated wood-effect panels and steering trim, unique fabric upholstery and specific exterior colours, while retaining the 215 PS 4GR-FSE and six-speed automatic.
That makes it more interesting than a generic badge-only edition because the factory interior specification is visibly different from a normal 250G.
The 300G is the principal 3.0-litre version and represents a genuine mechanical upgrade from the 250G. It uses the GRX121 chassis and 2,994 cc 3GR-FSE direct-injection V6, producing 256 PS and 314 Nm, with rear-wheel drive and a six-speed automatic.
Its character is noticeably stronger than the 2.5-litre cars, particularly in mid-range acceleration, while still retaining the understated executive-saloon appearance of the normal Mark X.
The 300G S Package combines the more powerful 256 PS 3GR-FSE with Toyota's sport-oriented S Package specification.
It remains rear-wheel drive with a six-speed automatic but adds the chassis and visual hardware that differentiates S Package cars from the normal 300G. For someone wanting the strongest naturally aspirated engine without moving into a Premium or supercharged derivative, this is one of the key 120 Series grades.
The 300G Premium is the comfort- and technology-focused flagship of the regular 120 Series range. It uses the same GRX121, 3.0-litre 3GR-FSE and 256 PS as the standard 300G, but Toyota adds higher-level equipment such as intelligent AFS and smart entry/start.
It is therefore aimed less at sporting presentation and more at buyers who wanted the Mark X to sit closer to Toyota's luxury saloons in equipment and atmosphere.
The 300G Premium S Package combines the highest mainstream equipment level with the sportier S Package treatment.
Mechanically it still uses the 256 PS 3GR-FSE, rear-wheel drive and six-speed automatic, but Toyota adds 18-inch wheels and other sports-related specification on top of the Premium equipment. Goo-net lists it as one of the most expensive regular 120 Series grades at launch.
THE FINAL MARK X GENERATION, FROM 203 PS 250G MODELS TO THE MANUAL GRMN
The 130 Series marked the point where the Mark X developed a much clearer split between executive saloon and performance car. Toyota kept the longitudinal V6 layout and rear-wheel-drive foundation, but the range became far more specialised than before, with ordinary 2.5-litre models at one end and increasingly serious G's, GR Sport, +M Supercharger and GRMN versions at the other.
At the heart of the range was the familiar 2.5-litre 4GR-FSE, which powered most 250G, 250S and Four models. Above it, Toyota replaced the previous generation's 3.0-litre V6 with the 3.5-litre 2GR-FSE, producing 318 PS and giving the GRX133 versions a very different level of performance.
The generation also evolved significantly during its ten-year production run. Early cars focused on 250G, Premium, 350S and Vertiga derivatives, while later updates introduced G's, RDS, GR Sport and eventually the six-speed-manual GRMN. That means an early 2009 Mark X and a late-production 2019 example can feel far more different than the shared 130 Series name suggests.
The main chassis codes were GRX130 for 2.5-litre rear-wheel-drive cars, GRX133 for 3.5-litre rear-wheel-drive models and GRX135 for 2.5-litre full-time 4WD versions. Those codes are particularly useful when comparing Japanese listings because grade names alone do not always reveal the full mechanical specification.
Typical Import Budget: Market dependent. Japanese Mark X 130 Series cars remain available across a wide price range, but value changes considerably with engine, grade, year, facelift, mileage and originality. G's, GR Sport, +M Supercharger, GRMN and clean late-production examples should be treated separately from ordinary 250G cars.
Best suited to: Buyers who want a Japanese V6 sports saloon with considerably more choice than a normal executive sedan, ranging from comfortable 250G and Premium models to G's, GR Sport, supercharged +M and limited-production GRMN versions.
Engines: 2,499 cc 4GR-FSE V6 petrol | 3,456 cc 2GR-FSE V6 petrol | supercharged 3.5-litre 2GR-FSE on Modellista +M models
Engine output: 203 PS / 243 Nm from the 2.5-litre 4GR-FSE | 318 PS / 380 Nm from the 3.5-litre 2GR-FSE | 360 PS / 498 Nm on +M Supercharger models.
Drive: Rear-wheel drive | full-time 4WD on selected 2.5-litre versions
Transmission: 6-speed Super ECT automatic across the regular range | 6-speed manual on GRMN
Notable Features: 318 PS 3.5-litre 2GR-FSE, Modellista +M Supercharger with 360 PS, Vertiga complete cars, G's chassis tuning, carbon-roof G's editions, RDS sport grades, Toyota Safety Sense P on late cars, GR Sport and the six-speed-manual GRMN.
Body style: Four-door sedan
The 130 Series started life as a more polished replacement for the 120, but Toyota gradually pushed it further toward the enthusiast market.
The regular 2.5-litre 4GR-FSE produced 203 PS and remained the volume engine throughout production. Above it sat the 3.5-litre 2GR-FSE, producing 318 PS and 380 Nm, a major increase over the old 3.0-litre 120 Series. Both rear-wheel-drive engines were paired with a six-speed automatic, while GRX135 models added full-time 4WD to the 2.5-litre package.
The early line-up still followed familiar Toyota logic: 250G, F Package, Relax Selection, S Package, Premium and Four. Modellista then added two very different complete-car programmes. Vertiga concentrated on exterior treatment, while +M Supercharger transformed the 3.5-litre 2GR-FSE with a dedicated supercharger, ECU and lowered sports suspension, raising output to 360 PS and 498 Nm
From 2012 onward, Toyota itself became more involved in performance versions. G's brought dedicated suspension tuning, 19-inch forged wheels, sports seats and structural/chassis changes. In 2013, just 100 G's Carbon Roof cars were produced across the 250G S Package and 350S bases.
The 2016 facelift reorganised the range again around 250S, 250RDS and 350RDS, strengthened body rigidity, revised suspension tuning and made Toyota Safety Sense P standard. RDS cars also gained AVS adaptive suspension and a more sophisticated sporting specification.
Then came the most extreme version of all: GRMN, combining the 3.5-litre V6, rear-wheel drive and a six-speed manual. That makes the 130 Series unusual because the most enthusiast-focused Mark X appeared near the very end of the model's life rather than at the beginning.
The Japanese Mark X 130 Series range changed considerably during its ten-year production run. Early cars were organised around 250G, Premium and 350S, while later updates introduced G's, RDS, GR Sport and GRMN. Modellista also offered its own Vertiga and +M Supercharger complete cars. As a result, the exact grade, production year and chassis code matter just as much as the Mark X badge itself.
Premium was the luxury-oriented side of the Mark X range rather than a sports specification. At the original 2009 launch, Premium was a GRX133 model using the 3.5-litre 2GR-FSE with 318 PS, rear-wheel drive and a six-speed automatic. Toyota positioned it alongside 350S but placed more emphasis on comfort, equipment and technology.
The name became broader later in production, when 2.5-litre Premium versions also appeared. This is why buyers should not assume that every Mark X carrying a Premium badge has the 3.5-litre engine.
Premium Four brought the Premium specification to the GRX135 full-time 4WD chassis.
Unlike the original 3.5-litre rear-wheel-drive Premium, the Four used the 2.5-litre 4GR-FSE. Its purpose was to combine higher equipment with additional traction rather than reproduce the performance of the GRX133 flagship.
Premium L Package occupied the top of the original 2009 luxury hierarchy.
It used the 3.5-litre 2GR-FSE, rear-wheel drive and six-speed automatic, but added further equipment above the regular Premium. Toyota listed it at ¥3.8 million when the generation was launched, making it the most expensive standard Mark X in the initial range.
The Premium L Package +M Supercharger took the luxury flagship and added a major mechanical upgrade through Modellista.
The 3.5-litre 2GR-FSE received a dedicated supercharger system and ECU, increasing output to 360 PS and 498 Nm. Modellista also fitted dedicated sports suspension, so this was a complete performance conversion rather than an equipment package.
Premium +M Supercharger used the regular Premium as its starting point rather than the more expensive L Package.
The important part is underneath: the same Modellista-developed 360 PS supercharged 2GR-FSE, dedicated engine management and lowered suspension. That makes it mechanically much closer to the other +M cars than to an ordinary Premium.
Vertiga Premium combined the early 3.5-litre Premium with Modellista's much more aggressive Vertiga exterior.
The dedicated front bumper, grille, side treatment and rear styling substantially changed the appearance, but a standard Vertiga Premium remained naturally aspirated at 318 PS. Vertiga and +M Supercharger are separate concepts and should not be confused.
Vertiga 250G was built around the mainstream GRX130 250G.
It therefore retained the 2.5-litre 4GR-FSE with 203 PS, rear-wheel drive and six-speed automatic, while Modellista supplied the distinctive Vertiga exterior. For buyers, it offers the appearance of the rarer Vertiga without the 3.5-litre running costs.
This version starts with the more comfort-focused 250G Relax Selection rather than the standard 250G.
The 203 PS drivetrain remains unchanged, but the car combines additional passenger-oriented equipment with the complete Vertiga styling package. It is therefore one of the more comfort-led 2.5-litre Vertiga specifications.
Vertiga 250G F Package uses the lower-equipment 250G F Package as its base.
Mechanically, it is still a GRX130 with the 203 PS 4GR-FSE, rear-wheel drive and six-speed automatic. The difference compared with a normal Vertiga 250G is the simpler underlying Toyota equipment level, not reduced engine performance.
Vertiga 250G Four combines the Modellista body treatment with the GRX135 4WD platform.
It uses the 2.5-litre 4GR-FSE with 203 PS and, unlike the previous-generation Mark X Four, the 130 Series 4WD version uses a six-speed Super ECT automatic.
This is the lower-equipment Four specification underneath the Vertiga conversion.
The GRX135 chassis, full-time 4WD, 203 PS V6 and six-speed automatic remain intact. What changes is the amount of standard Toyota equipment before the Modellista exterior package is applied.
Vertiga 250G S Package starts with Toyota's more sporting 250G S Package.
Power remains at 203 PS, but the underlying car carries the S Package's sportier wheels and chassis-related specification before receiving Modellista's Vertiga exterior. It is therefore more driver-oriented than an ordinary Vertiga 250G without becoming a higher-output model.
Vertiga 350S is based on the GRX133 350S, making it one of the strongest naturally aspirated Vertiga variants.
It combines the 3.5-litre 2GR-FSE, 318 PS, rear-wheel drive and six-speed automatic with the 350S sports specification and Modellista styling. It remains naturally aspirated, unlike the separate +M Supercharger cars.
This version combines the 250G S Package Relax Selection with the Vertiga conversion.
It is an unusual mixture of sportier S Package equipment and the additional comfort features of Relax Selection, while retaining the 203 PS 2.5-litre rear-wheel-drive drivetrain.
The 250G is the mechanical reference point for most of the 130 Series.
Its GRX130 chassis, 2,499 cc 4GR-FSE V6, 203 PS, 243 Nm, rear-wheel drive and six-speed Super ECT automatic form the basis for numerous special editions and package grades.
Yellow Label was introduced in 2014 as a colour- and trim-focused special edition.
Toyota offered distinctive interior colour combinations, yellow stitching and the unusual Awaken Yellow exterior among the available finishes. The 4GR-FSE remained unchanged at 203 PS.
Relax Selection moved the standard 250G toward passenger comfort.
Toyota added comfort-related equipment while retaining the GRX130's 203 PS V6 and rear-wheel-drive drivetrain. It was a distinct launch grade positioned separately from both the normal 250G and the sportier S Package.
Black Limited was introduced in 2010 as a darker, more distinctive version of the Relax Selection concept.
It featured black upholstery, leather and brown wood-effect steering and shift trim, Plasmacluster air purification and front fog lamps. The drivetrain remained the standard 2.5-litre GRX130 package.
Black Leather Limited raised the specification again with black genuine-leather seats, heated front seats and powered adjustment.
Toyota also fitted additional leather cabin trim and comfort equipment. It remained mechanically identical to the normal 203 PS rear-wheel-drive 250G.
The F Package was the entry specification of the rear-wheel-drive 2.5-litre range.
Toyota reduced equipment and original purchase price but kept the important mechanical package unchanged: 4GR-FSE V6, 203 PS, rear-wheel drive and six-speed automatic.
The 250G Four is the standard full-time 4WD version of the 2.5-litre 130 Series. It uses the GRX135 chassis with the 2,499 cc 4GR-FSE V6 producing 203 PS and 243 Nm, paired with Toyota's six-speed Super ECT automatic.
Unlike the rear-wheel-drive GRX130 250G, the Four adds full-time 4WD while retaining the same basic engine output. It also became the basis for several Japanese-market derivatives including F Package, Yellow Label, Black Limited and Black Leather Limited versions.
Toyota extended the Yellow Label special edition to the 4WD range.
That means the distinctive colours, dedicated upholstery and yellow interior detailing could be combined with the GRX135 drivetrain rather than being restricted to rear-wheel-drive cars.
The Four F Package was the simpler version of the GRX135.
It retained the 203 PS engine, full-time 4WD and six-speed automatic, but carried less standard equipment than the normal 250G Four. The F Package designation refers to specification, not a weaker drivetrain.
Black Limited was also offered on the 250G Four.
It combined the 4WD drivetrain with black upholstery, wood/leather-effect cabin detailing, Plasmacluster and additional convenience features introduced on the 2010 special edition.
The Black Leather Limited became the more luxurious equivalent in the Four range.
It added genuine black leather upholstery, heated front seats, powered seat adjustment and upgraded cabin materials while retaining the regular GRX135 drivetrain.
The S Package gave the regular 2.5-litre Mark X a more sporting factory specification.
Output remained at 203 PS, so the difference lay in the surrounding chassis, wheel, interior and visual treatment rather than a more powerful engine. It later became the basis for Toyota's 250G S Package G's.
The G's was considerably more extensive than an appearance package.
Toyota developed dedicated suspension tuning, springs, dampers and bushes, while adding 19-inch forged wheels, sports seats, model-specific instruments, red stitching and dedicated bodywork. The 4GR-FSE remained at 203 PS, so the development focused primarily on chassis response.
The Carbon Roof version is one of the rarest 2.5-litre Mark X specifications.
Toyota replaced the normal steel roof with CFRP, reducing weight high in the body. The 250G and 350S Carbon Roof versions were offered as a combined production run of only 100 cars, not 100 of each.
This grade blends two different sides of the Mark X.
Toyota combined the sport-oriented S Package with Relax Selection comfort equipment, producing a 203 PS rear-wheel-drive model that offered a more purposeful chassis and appearance without abandoning passenger-focused features. It was part of the original 2009 line-up.
The S Package Yellow Label was the sportier member of Toyota's 2014 Yellow Label range.
It combined S Package specification with special colours, dedicated upholstery and yellow-themed cabin details. The naturally aspirated 4GR-FSE remained unchanged at 203 PS.
The 250RDS joined the reorganised range with the major 2016 facelift as the higher-specification sports grade above the 250S.
RDS means Rakish Dynamic Sports. The 250RDS added 18-inch wheels, sports interior details and AVS adaptive suspension, while the facelift itself brought increased body rigidity and Toyota Safety Sense P.
The 250S became the regular sport-oriented 2.5-litre grade after the 2016 restructuring.
It retained the 203 PS 4GR-FSE and rear-wheel drive but added features such as paddle shifters, aluminium pedals and more assertive styling. The 250RDS sat above it with the more sophisticated AVS-equipped chassis specification.
Toyota introduced the Final Edition in 2019 to mark the end of Mark X production.
The rear-wheel-drive 250S received 18-inch spatter-finished wheels, dark-chrome detailing, black-and-red Alcantara/synthetic-leather upholstery, red stitching and parking sonar. It is significant as one of the final factory specifications in the Mark II/Mark X lineage.
The 250S Four brought the late sport-grade treatment to the GRX135.
It combined the 203 PS 4GR-FSE and six-speed automatic with full-time 4WD while retaining the 250S-specific appearance, controls and equipment introduced with the later range.
Toyota also produced the Final Edition in full-time 4WD form.
It shared the commemorative black-and-red cabin, dark exterior accents and additional equipment of the rear-wheel-drive Final Edition, but used the GRX135 Four drivetrain underneath.
The 250S GR Sport succeeded the earlier G's philosophy under Toyota's GR branding.
The engine stayed at 203 PS, while Toyota concentrated on GR-specific suspension tuning, additional body reinforcement, dedicated instruments, aluminium pedals and a smaller-diameter steering wheel. It is a chassis-developed model rather than a higher-output 250S.
The 350RDS became the flagship regular sports model following the 2016 facelift.
It combines the 318 PS 2GR-FSE with the RDS package, including AVS adaptive suspension, 18-inch wheels, the stiffer late-production body and Toyota Safety Sense P. It effectively took over the position previously occupied by the 350S.
The 350RDS GR Sport adds Toyota Gazoo Racing chassis development to the already higher-specification 350RDS.
Its 318 PS engine remains naturally aspirated and unchanged, but Toyota adds dedicated suspension tuning, body reinforcement, GR instrumentation, smaller steering wheel and model-specific interior and exterior details.
The 350S was the original sport flagship of the 130 Series.
Its GRX133 chassis, 3,456 cc 2GR-FSE V6, 318 PS and 380 Nm gave it considerably stronger performance than any 250G, while rear-wheel drive and the six-speed automatic remained standard.
The 350S G's combined Toyota's 318 PS 3.5-litre drivetrain with the complete G's chassis package.
Dedicated suspension components, 19-inch forged wheels, high-performance tyres, sports seats and model-specific bodywork made it substantially more focused than a normal 350S even though Toyota did not increase engine output.
The 350S G's Carbon Roof Version applied the CFRP roof treatment to the 3.5-litre G's.
It formed part of the same combined 100-car production run as the 250G S Package G's Carbon Roof Version. The reduced mass at roof level complemented the existing G's chassis development rather than altering engine output.
The 350S +M Supercharger placed Modellista's forced-induction package on the sport-oriented 350S base.
Its 3.5-litre 2GR-FSE produced 360 PS and 498 Nm, with a dedicated ECU and sports suspension lowering the car by approximately 20 mm. This was a genuine Modellista complete-car conversion, not simply a modified standard 350S.
Toyota Gazoo Racing paired the naturally aspirated 3.5-litre 2GR-FSE with a six-speed manual gearbox and rear-wheel drive, then substantially developed the body, suspension, steering and braking. The original 2015 GRMN produced 321 PS and was limited to 100 cars, while the later 2019 version, based on the 350RDS, was limited to 350 cars.
The Mark X is one of those cars where buying by badge alone can lead you in the wrong direction. A 250G, a 350S, a Premium Four and a GRMN may all look broadly similar from a distance, but they were built for very different buyers.
The first decision is usually engine and drivetrain. The 2.5-litre 4GR-FSE cars are the more sensible everyday choice, with enough performance for normal use and a much wider selection of grades. The 3.0-litre 120 Series and 3.5-litre 130 Series models are much stronger, but they also bring higher purchase prices, fuel costs and, in Ireland, potentially more expensive VRT exposure depending on the individual car.
A standard 250G is usually the easiest place to start. It gives you the core Mark X ingredients: V6 power, rear-wheel drive and an automatic gearbox without paying extra for specialist chassis packages or rare-edition status. For many buyers, a clean 250G with good history is a better purchase than a more desirable grade that has been modified or neglected.
Look at a 250G Four, Premium Four or 250S Four. These use the GRX125 or GRX135 four-wheel-drive chassis depending on generation. They are not performance versions, but they make sense for buyers who prefer additional traction and are less concerned about having the pure rear-wheel-drive layout.
The Premium, Premium L Package and higher-spec 250G or Four grades deserve more attention than they usually get. These cars are less about chassis aggression and more about interior trim, convenience equipment and long-distance comfort. A well-kept Premium can be a better fit than an S Package if the car will spend most of its time commuting or cruising.
The S Package, G's, RDS and GR Sport cars are where the Mark X becomes much more chassis-focused. They do not all have more power, and that distinction is important. A 250G S Package G's still uses the 203 PS 4GR-FSE, but gains much more serious suspension, wheel, brake and body development. The same applies to GR Sport. These are better choices for someone who cares about how the car responds, not just what number is printed on the engine output.
The Vertiga, +M Supercharger, Carbon Roof G's and Final Edition cars are the versions to approach carefully. They can be genuinely desirable, but they also need more verification. With Vertiga and +M in particular, provenance matters because factory-associated cars are very different from ordinary Mark X models fitted later with similar-looking parts.
The 300G, 300G S Package, 350S and 350RDS are the main naturally aspirated performance step-ups. The difference is meaningful. The 3.0-litre 120 Series already feels stronger than a 250G, while the 318 PS 3.5-litre 130 Series is in another category altogether. A 350S or 350RDS is the version to look at if engine performance matters more than equipment or rarity.
That is the GRMN. It is the one version that fundamentally changes the normal Mark X formula by combining the 3.5-litre V6 with a six-speed manual and extensive Gazoo Racing chassis development. It is also much rarer and much more collectible than a normal automatic Mark X.
That is one of its strongest qualities. A normal 250G can look like a fairly restrained Japanese saloon, yet underneath it has a longitudinal V6, rear-wheel drive and a chassis related in concept to much more expensive Toyota and Lexus models.
The Mark X suits buyers who want something more interesting than a conventional front-wheel-drive family saloon but do not necessarily want the image or price attached to a German executive car.
A standard 250G already gives you a naturally aspirated V6, rear-wheel drive and a conventional saloon body, while the 3.0- and 3.5-litre versions add genuinely stronger performance without turning the car into something difficult to use every day.
It also makes sense for someone who enjoys researching specification. The Japanese range contains meaningful differences between F Package, Premium, S Package, Four, Vertiga, G's, RDS and GR Sport models, so there is scope to find a car that feels quite specific rather than generic.
The strongest candidates are buyers who value smooth V6 power, understated styling and a chassis that still feels fundamentally like a traditional sports saloon.
The Mark X is not the sensible answer to every saloon question.
Even the 2.5-litre cars are naturally aspirated V6s, so fuel consumption will not compare favourably with a modern hybrid or smaller turbocharged car. The 3.5-litre versions are considerably quicker, but they also bring higher running costs and can be expensive to import once Irish taxes are considered.
It is also worth remembering that the car was designed for the Japanese market. Factory infotainment, navigation and some convenience systems may be less useful in Ireland, while rarer trims can make replacement interior or body parts harder to source.
And if you mainly want a quiet commuter with the lowest possible running costs, a Mark X is probably overkill. Its appeal comes from the drivetrain, balance and character of a rear-wheel-drive V6 saloon. If those things do not matter to you, there are easier cars to own.
Best for
Buyers who want V6 power, rear-wheel drive and understated Japanese-saloon character.
Avoid if
Low fuel costs, compact dimensions or simple ownership matter most.
Sweet Spot
A clean 250G S Package or 350S, depending on whether balance or performance matters more.
What surprises owners most
How much more special it feels to drive than it looks.
One sentence verdict
Japanese sports saloon with far more depth than its styling suggests.
The Mark X is exactly the sort of car that can tempt buyers into shopping backwards.
A Vertiga, G's, GR Sport, +M Supercharger or GRMN badge immediately attracts attention, and understandably so. But the badge only matters if the underlying car is right. A rare specification with poor history, questionable modifications or missing original parts can be a much weaker purchase than a completely standard 250G or 350S in excellent condition.
That is particularly important with the Mark X because so much of its appeal comes from the way Toyota built the basic car. Even an ordinary 250G already gives you a longitudinal V6, rear-wheel drive and a properly developed saloon chassis. You do not need the rarest version to get the essential Mark X experience.
The second trap is assuming that every sportier-looking grade is substantially faster. Many are not.
A 250G S Package, G's or 250S GR Sport still uses the 2.5-litre 4GR-FSE. What changes is the suspension, wheels, brakes, body reinforcement, steering feel, seats and factory tuning around the engine. Those changes can matter enormously to how the car drives, but they should not be confused with a major power increase.
The opposite is true with +M Supercharger or the 3.5-litre models. There, the mechanical difference is real and significant. A 360 PS supercharged +M is not simply a special trim, and a 318 PS 350S is a very different proposition from a 203 PS 250G.
Modification history deserves just as much attention.
The Mark X has become popular with enthusiasts, which means some Japanese examples have been lowered, fitted with aftermarket wheels, exhausts, aero parts or converted for more aggressive use. None of that automatically makes a car bad, but the more specialised the grade, the more important it becomes to establish what is original, what was added later and how well the work was done.
The smartest way to buy a Mark X is therefore to work from the mechanical specification outward.
Confirm the chassis code, engine, drivetrain and original grade first. Then look at condition, service history, accident history, modifications and whether the factory equipment that makes that grade special is still present.
With a Mark X, the most impressive badge is not always attached to the best car.
The Toyota Mark X only had two generations, which makes the comparison easier than with many long-running Japanese models. The important point is that the 120 Series and 130 Series share the same core formula, but they express it very differently.
The 120 Series is the more restrained and traditional version of the idea. It replaced the Mark II in 2004, moved the car to V6 power and established the basic Mark X recipe: longitudinal engine, rear-wheel drive as the main layout, optional full-time 4WD, and a broad mix of comfort and sport packages.
Its range is built mainly around the 2.5-litre 4GR-FSE and 3.0-litre 3GR-FSE. The 250G is the everyday version, the 300G gives noticeably stronger performance, and grades such as S Package and Premium change the character through chassis tuning or equipment. Vertiga then adds a very different visual identity, with the rare supercharged 3.0-litre versions sitting at the top of the enthusiast end.
The 130 Series is more developed in almost every area.
Toyota kept the 2.5-litre 4GR-FSE, but replaced the old 3.0-litre engine with the 3.5-litre 2GR-FSE producing 318 PS. That immediately widened the performance gap between ordinary and high-spec cars. The 130 also benefited from a longer production run, so Toyota had time to create far more specialised versions.
Early 130 cars still feel familiar, with 250G, Premium, 350S and Vertiga grades. Later in the generation, though, the range becomes much more serious. G's brought dedicated chassis development, RDS introduced a more mature sports specification, GR Sport continued that theme, and the GRMN added a six-speed manual to the 3.5-litre rear-wheel-drive platform.
The 130 Series also gives buyers more choice in how sporty they want the car to be. A 250G can remain a quiet executive saloon, a 250G S Package G's can feel much sharper without extra engine power, and a 350RDS or 350S gives a clear step up in straight-line performance.
The simplest way to think about the two generations is this:
The 120 Series is the cleaner, more understated Mark X, with simpler grade logic and a stronger connection to the traditional Japanese executive-saloon formula.
The 130 Series is the more complete and more specialised car, with better safety technology, stronger performance options and the most serious factory-developed enthusiast versions.
Neither is automatically better. The 120 has a more understated character and can offer better value, while the 130 gives you more choice if performance, chassis tuning or later safety equipment matter.
The strongest argument for looking at Japan is not that every Mark X there will be cheaper or better. It is that Japan gives you access to the full domestic-market range, which is where the model was sold in the greatest variety.
That matters with the Mark X because the differences between cars can be substantial. A basic 250G, a 250G Four, a 350S, a Premium, a G's or a GRMN are not simply different trim levels. Depending on the version, you can be looking at a different engine, drivetrain, chassis setup, equipment level or even transmission.
For Irish buyers, that gives you a much clearer way to shop. Rather than waiting for one isolated Mark X to appear locally and judging the model from that single example, you can compare several Japanese cars side by side and decide whether the extra cost of a 3.5-litre engine, 4WD, G's chassis package or higher-specification interior actually matters to you.
Japan is also where the rarer versions make the most sense to search for. Vertiga, +M Supercharger, G's, Carbon Roof, GR Sport and GRMN cars were all created for the domestic market, so Japanese stock gives you the best chance of finding them with the correct factory specification and supporting history.
That does not mean rarity should be the priority. In many cases, a clean and original 250G or 350S with a strong service record will be a better car than a special edition with questionable modifications or incomplete history.
The useful part of importing from Japan is therefore choice and transparency of specification. You can compare the exact chassis code, engine, grade, drivetrain, mileage, condition and auction or dealer history before committing.
For a Mark X, that is especially important because two cars that look almost identical can be very different underneath.
Generally, yes. The Mark X uses proven Toyota V6 engines, conventional automatic transmissions and relatively straightforward rear-wheel-drive or full-time 4WD layouts. But by now even the newest examples are several years old, while early 120 Series cars are approaching two decades in service. Reliability therefore depends increasingly on how the individual car has been maintained.
The 2.5-litre 4GR-FSE is the engine most buyers will encounter. It is capable of high mileage, but service history matters. Cooling-system condition, water-pump leakage, ignition coils, spark plugs, oil leaks and evidence of neglected servicing are all worth checking. Because the 4GR-FSE uses direct fuel injection, intake deposits can also become relevant as mileage rises.
The 120 Series 3GR-FSE deserves the same basic checks. Its 3.0-litre output gives the car more performance, but age-related cooling, sealing and ignition issues are more important today than the engine's original reputation.
The later 3.5-litre 2GR-FSE generally has a strong durability reputation when properly maintained. A 350S or 350RDS is not inherently fragile because it produces 318 PS, but tyres, brakes, suspension and previous driving history deserve closer attention simply because these cars are more likely to have been bought and used enthusiastically.
The six-speed automatic used across most of the Mark X range is generally durable, but smooth shifting should still be confirmed from cold and when fully warm. Transmission-fluid history is useful even if the car has spent its life being treated as though the fluid never needed attention.
Four-wheel-drive cars add another layer to inspect. A GRX125 or GRX135 should have matching tyres, no drivetrain vibration or unusual noises, and evidence that differential and transfer-related fluids have not simply been forgotten.
Where caution becomes particularly important is with Vertiga, +M Supercharger, G's, GR Sport and GRMN cars. Their rarity does not make them unreliable, but originality and maintenance become much more important. A genuine specialist model with documented servicing is one thing; a standard Mark X that has accumulated years of aftermarket suspension, wheels, exhausts and poorly executed modifications is another.
The Mark X is therefore a car you can rely on, but not one you should buy purely because it has a Toyota badge. A clean 250G with consistent maintenance can be a very dependable daily car. A neglected or heavily modified example can quickly undo that reputation.
The appeal of the Mark X becomes clearer once you stop looking at the badge and start using the car.
Most of the time, it behaves like a comfortable Japanese saloon. The driving position is low, the cabin is quiet, the automatic gearbox is smooth and the V6 delivers power without needing much effort. A 250G can be genuinely easy to use every day, while the larger-engined versions simply add more pace without changing the basic character of the car.
What makes it different is what sits underneath that calm exterior.
The engine is mounted longitudinally, rear-wheel drive is the default layout, and the chassis feels much more balanced than a typical front-wheel-drive executive saloon. You notice it most on open roads, sweeping bends and motorway slip roads rather than in dramatic moments. The car just feels properly settled.
The V6 is a big part of the experience too. Even the 2.5-litre cars feel smooth and naturally responsive, while the 3.0- and 3.5-litre versions have the kind of effortless mid-range performance that makes overtaking and long-distance driving feel easy.
Inside, the Mark X is practical enough to use without compromise. There is proper rear-seat space, a conventional boot and enough comfort for regular commuting or longer journeys. Higher grades add better materials, powered seats and more equipment, while G's, RDS and GR Sport cars bring a noticeably more focused feel without turning the Mark X into an uncomfortable weekend car.
That is probably the strongest thing about living with one.
It can feel like a normal, discreet saloon when you want it to, but there is always a V6 and a rear-wheel-drive chassis underneath. For someone who wants something a little different without making everyday ownership difficult, that combination is hard to ignore.
What owners tend to appreciate most is that the Mark X does not force them to choose between practicality and character.
It is comfortable enough to commute in, quiet enough for long journeys and spacious enough to use as a normal four-door saloon, yet it still gives you the things enthusiasts usually have to search much harder for: a naturally aspirated V6, rear-wheel drive and a chassis that feels properly balanced.
The engine is a big part of that appeal. The 2.5-litre cars are smooth and easygoing, while the 3.0- and 3.5-litre versions add noticeably stronger performance without making the car feel highly strung. Owners often value that effortless response more than outright speed.
Another strength is how understated the car looks. A standard 250G or Premium does not shout about what it is, which is exactly why many people like it. You get something mechanically interesting without the attention that can come with more obvious performance cars.
The range also gives owners room to choose how far they want to go. Some are happy with a clean 250G, while others prefer the sharper feel of G's, GR Sport or RDS cars. At the top end, +M Supercharger and GRMN versions show just how far Toyota was willing to push the same basic platform.
That breadth is probably what owners value most. The Mark X can be calm, quick, luxurious or genuinely sporty depending on the grade, but it never stops feeling like a usable saloon first.
The Toyota Mark X never needed loud styling to be interesting. Its appeal comes from what sits underneath: V6 power, rear-wheel drive, strong Japanese-market grade variety and a character that feels more special than its understated shape suggests.
That mix of everyday comfort, smooth performance and genuine enthusiast appeal is what still makes the Mark X stand out. It can be calm and practical in one moment, then remind you why layout and engineering still matter in the next.
Not exactly, but they are closely related in engineering philosophy.
Both use Toyota's longitudinal V6 architecture and rear-wheel-drive layout, and they share parts of Toyota's GR-engine family. The Mark X, however, was developed as its own Japanese-market saloon with different bodywork, dimensions, suspension tuning, grade structure and equipment.
That is why a Mark X should not be treated simply as a cheaper Lexus IS.
These chassis codes tell you far more than the badge alone.
GRX120 identifies a 2.5-litre rear-wheel-drive 120 Series.
GRX121 identifies a 3.0-litre rear-wheel-drive 120 Series.
GRX125 is the 2.5-litre 4WD 120 Series.
On the later generation:
GRX130 is the 2.5-litre rear-wheel-drive 130 Series.
GRX133 is the 3.5-litre rear-wheel-drive version.
GRX135 is the 2.5-litre 4WD model.
For anyone buying from Japan, the chassis code is one of the quickest ways to confirm what car you are actually looking at.
Not significantly in engine output. Both use the 2.5-litre 4GR-FSE, so the S Package is mainly about chassis specification, wheels, brakes, styling and a more sporting factory setup. That makes it a better-driving version of the same basic drivetrain rather than a higher-powered engine grade.
Both use the 3.5-litre 2GR-FSE with 318 PS, but they belong to different phases of the 130 Series.
The 350S is the earlier sports-oriented 3.5-litre grade.
The 350RDS arrived with the 2016 facelift and brought the later body revisions, Toyota Safety Sense P and a more sophisticated sports specification including AVS adaptive suspension.
So the difference is not engine output. It is age, chassis development, equipment and safety technology.
The Four models use Toyota's full-time 4WD system rather than simply being a rear-wheel-drive car with an occasional rear-assist arrangement.
That applies to grades such as 250G Four, Premium Four and 250S Four.
They are mechanically different from the rear-wheel-drive GRX120/130 cars, so drivetrain choice should be treated as a major decision rather than a trim-level difference.
No. Vertiga primarily refers to Modellista's exterior and specification treatment. A Vertiga 250G can still use the same 203 or 215 PS drivetrain as the normal 250G underneath.
The genuinely more powerful cars are the +M Supercharger versions.
That distinction matters because Vertiga styling alone does not mean the car has been supercharged.
Do not rely on badges or engine-bay appearance alone.
A genuine +M Supercharger was sold as a Modellista complete car, so chassis details, build information, documentation and the presence of the correct Modellista components should all line up.
With rare versions, provenance matters more than appearance.
The 3.5-litre +M Supercharger versions produce around 360 PS and 498 Nm.
That is a substantial increase over the naturally aspirated 318 PS 2GR-FSE and makes the +M cars mechanically different from normal Premium or 350S models.
No. The GRMN is a genuine Toyota Gazoo Racing model with far more than a gearbox change.
It combines the 3.5-litre V6 with a six-speed manual, but Toyota also developed the chassis, suspension, steering, braking and body rigidity specifically for the car.
A manual-converted 350S or 350RDS is not equivalent to a GRMN.
Very rare. Toyota produced 100 cars in the earlier 2015 run and 350 cars in the later 2019 run. Because of that, original documentation, factory specification and provenance are especially important.
Toyota replaced the normal steel roof with a CFRP carbon-fibre roof. The idea was not cosmetic. Removing weight from the highest point of the body lowers the centre of gravity. The 250G S Package G's Carbon Roof and 350S G's Carbon Roof versions were produced as a combined run of only 100 cars.
Yes. The 2.5-litre 4GR-FSE used in most Mark X models is naturally aspirated.
That is one reason the Mark X feels different from many newer performance-oriented saloons. Power delivery is linear rather than turbocharged, and there is no factory turbo 250G.
The factory manual version people usually mean is the GRMN.
Regular 250G, 350S, Premium, RDS and GR Sport models were automatic.
That is why a manual non-GRMN Mark X should be checked carefully to determine whether it has been converted.
Absolutely, provided that is the car you actually want.
The 250G is not a cut-price 350S. It has its own character: smoother running costs, plenty of everyday performance and the same basic rear-wheel-drive V6 appeal.
For many buyers, the 2.5-litre car is actually the more usable Mark X.
Grade, engine and originality can matter more than mileage.
A standard 250G, a genuine Vertiga, a G's Carbon Roof, a +M Supercharger and a GRMN can all sit in completely different parts of the market even if the odometer readings look similar.
On Mark X, the exact specification is often more important than the headline mileage figure.
"Most people have no idea what it is, and that is half the appeal."
"It is one of those cars where the more you understand it, the more you appreciate it."
"I like that it does not shout. It is interesting for the person driving it, not for everyone standing around it."
"The V6 is what wins you over. It is smooth, quiet and properly effortless."
"It is the sort of car that makes sense every day, but still gives you something extra every time you drive it."
"You buy it thinking it will just be a tidy saloon, then you realise how nicely balanced it actually is."
"The best thing about it is that nothing feels forced. The power delivery, the gearbox, the chassis, it all feels natural."
"Even the ordinary grades feel like Toyota put real thought into them."
Understanding the import process matters just as much as choosing the right Mark X. These guides explain how sourcing from Japan works, what affects the final landed cost, how VRT can change the picture and which hidden expenses are worth allowing for before you commit to a car.
A Mark X can be a quiet 250G daily, a 4WD Four, a sharper G's or GR Sport, a 318 PS 350S, or something much rarer such as a Vertiga, +M Supercharger or GRMN.
That is why the badge alone is not enough. The interesting part is finding the exact combination of engine, drivetrain, grade and condition that makes sense for how you want to use the car.
Use our Import Options form and tell us what matters most to you. We can then show you real Japanese-market Mark X examples and give you a clearer idea of what different versions look like around your budget.
Start with the car you actually want, not just the first Mark X you find.
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.
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