Our Cressida journey and brief fourth generation has come to an end. Conservative and poised as ever, the Cressida has its latest addition to the lineup at the top and bottom: Lexus’ overwhelming weight fell on the late-’80s Cressida shortly after launch, while the Camry smashed from the bottom got it. Put on your Urban Sombrero and let’s go.
After its debut in the late ’70s, the Cressida returned with an unusual European-themed styling tone, and in 1981 the Cressida returned as a traditional sedan with JDM styling. He stuck to this recipe his whole life. Its second and third generations were very similar, but as the late ’80s approached, Toyota had to make some styling tweaks: the aerodynamic appearance could no longer be ignored.
The sixth-generation Toyota Mark II (X80) became the last Cressida for the North American market. It went into production in Japan in late 1988, and all examples are built at Toyota’s Aichi factory. But things were immediately different with the Mark II, even in its home market.It’s just Toyota’s flagship sedan Toyota store For a short period of time, like October 1989, it was overshadowed by the full-size Toyota Celsius (you’ll call it the LS 400). This made him less popular.
There were two body styles for the Mark II in the X80 generation; a four-door sedan and a pillar-coupé. Once again, the Mark II is the basis for the slightly different Chaser and Cresta models, all three of which function in the same domestic midsize sedan segment.Party new The range is the carriage. Due to slow sales, Toyota continued to produce the X70 Mark II van until 1997.
In most international markets, the introduction of the X80 Mark II means the departure of the X70 wagon, but Japan is an exception. There, Toyota continued to sell the wagon on the 1984 platform until the late ’90s, with only minor changes and updates. As the model ages, the Mark II station wagon has a reputation for being an affordable and reliable transport. When finally replaced in 1998, the Mark II wagon became the Mark II Qualis, a version of the XV20 Camry in wagon format.
During the transition from the X70 to the X80, the dimensions haven’t changed much. The wheelbase has increased from 104.7 inches to 105.6 inches, and there has been the same marginal increase in overall length: from 183.1 inches to 184.6 inches. The X80 is sleeker than its predecessor and has dropped in overall height. 54.1 inches instead of 55.7 inches the year before. Despite being nearly identical in size, the X80 is a bit heavier thanks to Toyota’s addition of a bigger engine and more luxurious equipment. Weight increased from 2,822 pounds in 1988 to 3,263 pounds in 1989.
As for looks, the X80 heralds a more modern look for the Mark II. While it still has the same basic shape, the Mark II gets larger, flush composite headlights and more wraparound corner badges. The front has been softened, and the bumpers have become more rounded in the corners (though they stick out farther than before). The grille retains the slatted format of the previous generation, but with fewer and larger slats. The overall look is more closely related to Toyota’s other products in North America.
The trim strips have been revised and moved under the body, while the trim strips are moved lower on the doors for a sleeker look. The exterior trim is black (or tan), but is completely black on the outgoing model. The bumper trim is moved to the same height as the sides of the body for a cleaner look. Along the fenders and doors, the character lines are softer and rounded.
The greenhouse was installed on this Cressida, and the side windows were changed to a more modern four-window arrangement. The first two generations had a six-window design. The door handles have also been updated and are body-color doglegs instead of chrome handles. The lock cylinder moves with the door handle assembly, not as obvious as on the X70.
At the rear, while the trunk and bumper are more rounded than before, the overall styling hasn’t changed much. The taillights are still a red and amber combo, large in size and oriented horizontally. The chrome trim is almost identical to before, with thin strips above and below the taillight assemblies. To the average viewer, the rear is almost identical to a contemporary Mazda 929 (1986-1991).
Inside, the X80 Mark II and Cressida have been beneficially modernized. While the gauges are still digital and have an almost identical layout as before, they have a new 3D look: numerals and dials extend all the way to the horizon, away from the driver. The center console is more cohesive and more driver-centric. The buttons for the air conditioner and stereo look like they were designed for the same car, not cobbled together from a shelf.
The interior has been simplified on the inside, with a black panel behind the entire center console.The cruise control lever has been moved and protrudes from the lower right quadrant of the steering wheel, where it is today About Lexus products.
Most of the X80 Mark II’s engine is inherited from the X70 generation. They range in size from 1.8-liter displacement and four-cylinder to 3.0-liter and six-cylinder, always in inline configuration. One change is the elimination of the single turbo on everything but the diesel. Others use twin turbos (which were available before) or superchargers (which didn’t).
The 1G-GTE inline-six had twin-turbo and supercharged power, but was replaced by a 2.5-liter I6 and a 3.0 I6 at the 2.0-liter. It’s worth noting that the 2.8-liter 5M-GE that accompanied the Cressida for a while has been discontinued. Transmissions are two versions of a five-speed manual, depending on the model year or a four-speed automatic. Automatics are used in the Cressida, Supra, Lexus SC and even the Tacoma. This four-speed lasted a long time: its use in the Tacoma lasted from 1995 to 2013.
The fourth-generation Cressida arrived in North America in late 1988 for the 1989 model year. It debuted shortly before Toyota introduced the new Lexus brand to the world, although it hasn’t seen its luxury big brother in a while. In addition to more modern styling, there’s new power, with a larger 3.0-liter engine as standard. The 7M-GE is the most powerful engine ever installed at Cressida North America, delivering 190 horsepower and 185 lb-ft of torque. The engine is straight from the contemporary Supra and gives the Cressida much-needed performance. 60 mph arrives in 8.8 seconds, which isn’t bad.
The engine wasn’t the only thing Cressida borrowed from the Supra in 1989: it also used the Supra’s suspension design. The new design is a double wishbone design and promises a better ride than the old model. In addition to the Supra credentials, the Cressida brings its usual standard equipment—something usually optional on other luxury cars. Powering everything, an automatic transmission, four-wheel disc brakes and tilt/telescopic wheels are all standard.
Options are few and include a power driver’s seat, power sunroof, CD player and leather seating surfaces. As before, the U.S.-market Cressidas use the still-nasty electric seat belts.Toyota opts not to bring airbags to Cressida for latest outing Not at all.
Despite being reliable and luxurious, there are a number of notable criticisms of the Cressida. It’s in the premium family car class, but the Cressida has less rear seat space and a smaller trunk. Both of these issues are blamed on the rear-wheel-drive layout. Although the suspension setup is borrowed from the Supra, the steering is sluggish and the body roll is excessive. That’s even better, because the four-speed automatic transmission kills a lot of driving fun.
The Cressida existed in its previous generation, sold slowly and received a major update in the last few years. In 1990, Cressida wore a revised grille (again with fewer slats) and a Toyota sombrero. The layout of the air conditioning buttons has been simplified, and there is a new alloy wheel design.
Ultimately, the Cressida mixes the luxury-sport mission in a very conservative package that confuses buyers. There was only one refurbishment in 1992, requiring $23,783 ($48,860 adjusted). At the end of the day, its most direct competitor is probably the Lexus dealer across the street, which offers a more posh, more luxurious ES 300 for $25,650 ($52,695 adjusted). 1992 also marked the arrival of the more luxurious XV10 Camry, which was much larger than the Cressida and looked more modern. The ’92 XLE V6 is only $20,508 ($42,132 adjusted).
The lower Cressida was replaced by a Camry and the upper was replaced by an ES. Few clients miss it. Toyota delighted some of Cressida’s customers with the Avalon two-way comfort cruiser in 1996, and brought in many new ones, complete with benches suitable for seniors. In China, the Mark II has continued for a total of nine generations. It ended its life in 2004 as a rear-drive sedan, but looked like a Camry. Goodbye, Cressida.
[Images: Toyota]
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