The weakest 1.8 engine (120 hp), which relied on the 1.8 Groire and 1.8 GL (E-SX90) trim levels, is the 4S-FE, a simple and resourceful inline four that, with quality service, can go 350-400 thousand before overhaul and even more . The cylinder head is 16-valve, without hydraulic lifters, so it is recommended to adjust the clearances with washers at least once every 100 thousand. The timing belt resource is indicated as 100 thousand, but given the quality of the components on sale, it is better to reduce the interval to 60, and when replacing, update the pump as well. it is also driven by a belt.
- 2-liter engine (135 hp) in 2.0 Grande trim levels (E-GX90) - 24-valve 1G-FE in-line six with combined timing drive: camshafts have gears in constant engagement, and only the crankshaft and intake camshaft are connected by a belt . There are no hydraulic compensators in the valve drive either, but, unlike the 4S-FE with washers, the thermal gap is regulated by the selection of a glass (just like on modern motors), which can be quite costly for old car. In general, listen to the characteristic knock of valves on a cold one, if there is one, prepare money. The piston resource is also very large, 300+, and the working conditions are quite comfortable.
- 2.5-liter engine (180 hp) in trim levels 2.5 Grande/Grande G/Tourer S (E-JZX90), as well as all-wheel drive 2.5 Grande Four (E-JZX93) - this is the youngest of the "jazzets", 1ZJ -GE. The drive is also belt, but on both camshafts. The cylinder head is also without hydraulic lifters, with adjustable washers. On the 90th body, the 1JZ-GE was of the simplest design, without VVT phase shifters, with distributor ignition and a low compression ratio of 10: 1. The resource to the capital - again for 300-400 thousand.
- Supercharged 2.5-liter engine (280 hp) - 2JZ-GTE, relied on Tourer V versions (E-JZX90 / E-JZX90E). The boost system has two CT12A turbochargers. Given that the original turbines in good condition in Russia is not easy to find, then their diagnosis should be given attention. On 20-25-year-old turbo-Marks, there are almost always either obviously faulty, oil-driven turbines with backlash shafts, or restored (not the fact that it is of high quality), or Chinese counterparts (the quality is also incomprehensible), or something "left" is generally delivered . For example, an inexpensive turbine TRK 7N1 from KamAZ turbodiesels, with custom exhaust manifold. In short, there are a lot of solutions, but better than serviceable ones stock turbines still nothing, and it is necessary to strive for this option.
- A large atmospheric 3.0 with a power of 230 hp favorable for Russia, which was installed on the Grande G (E-JZX91 / E-JZX91E) configuration, is a 2JZ-GE, fundamentally different from the atmospheric 1JZ only with an increased piston stroke and, accordingly, a higher cylinder block. The design is the same, the reliability is also the highest, but given the age and risk of collective farming, everything can be very sad.
- The radiator must be monitored very carefully, especially connections with pipes that are leaking, losing antifreeze. Also, coolant can be lost due to leaks in the stove faucet and pump. On inline sixes, overheating is very dangerous, a long cylinder head is easily deformed.
- Diesel 2.4 (97 hp) on 2.4DT Groire and 2.4DT GL trim levels (KD-LX90/Y-LX90Y) is a 2L-TE with a CT20 turbine. If you decide on a diesel engine, then the first thing to do is look for signs of overheating. The cylinder head should be dusty and dry (no oil leaks), the cooling pipes should not be swollen, the radiators should be clean, the thermostat should be in good condition, and expansion tank it is desirable to move higher, tk. Normally, it is too low, and gets very hot. Cold and hot start are also required.
- Another feature of 2L-TE diesels is the absence of hydraulic lifters and a decrease (not an increase!) thermal gap with time. It is desirable to clarify when they were last regulated. It is advisable to control the gap every 60-80 thousand times and, if necessary, use shims.
Seventh and one of the most popular generations of widely famous sedan Mark II appeared in October 1992. This generation in the X90 body is notable, among other things, for the fact that at the time of its appearance of Toyota carried out a rearrangement in a number of manufactured models.
Toyota Mark II history
Mark II, which, since its appearance in 1968, according to the classification adopted in Japan, belongs to the segment " compact cars”, at the time of the appearance of the seventh generation, increased in size so much that it fell into a higher category. Due to the peculiarities of taxation in the country, moving to a higher class automatically means an increase in the cost of car ownership. Therefore, by increasing the size of the model, Japanese companies usually they go to improve the interior and equipment, since obviously wealthier people will buy it. In this way, Toyota Mark II X90 of the seventh generation has become a car for middle managers. Naturally, the company provided for a replacement, and the Camry SV30 launched in 1990 became the “flagship” of the compact class. In addition, the lineup has new sedan Toyota Scepter.
The presence of a “charged” factory configuration automatically turned the Mark II into a car popular among tuners.
Admittedly by Mark II fans, the relatively short-lived seventh-generation car is considered one of the most beautiful. For the first time in the history of the model, the rounded body shapes did not cause a feeling of secondary design, the car did not have obvious elements borrowed from European or american cars. It is quite possible that the Mark II in the 90th body became the car whose appearance to the greatest extent determines the trends in Japanese automotive design of the nineties. Due to the aesthetic component, the car does not look archaic even today and enjoys stable popularity on secondary market, including in Russia.
Technical features of Toyota Mark II (X90)
Despite having a four-cylinder inline engine as standard, the Mark II became famous for its exceptionally reliable six-cylinder units. The range of engines is very extensive, and it even has its own legends, such as an engine that develops 280 hp. Such a motor was installed on a sports version called the Tourer V. In this modification, the car was equipped with a factory LSD differential, ABS, traction control and sports suspension. Along with a four-speed automatic transmission, the Tourer V Mark II could be equipped with a five-speed manual.
The presence of a "charged" factory configuration automatically turned the Mark II into a car popular among tuners. In competition drifting, the seventh generation Mark II Tourer V is as common as Nissan Skyline.
Mark II with 1000 hp traveled 402 meters in 8.552 seconds at an exit speed of 290 kilometers per hour
Pros and cons of Mark II (X90)
The popularity of the model to a large extent brought the presence of more balanced trim levels. The most common "civilian" version, which can often be found in the secondary market, is a modification with a two-liter 1G-FE engine, which has a well-deserved reputation as an extremely reliable engine.
Unlike the previous generation, which was completed, the Mark II X90 used a double wishbone suspension, which improved handling, but had a more complex, and therefore more expensive to maintain, design. The rear suspension has a multi-link design.
The already mentioned double wishbone suspension requires special attention. Especially often large vertical silent blocks of oblique lower levers fail. Coming into disrepair, they contribute to the deterioration of controllability.
There is a widespread belief that Mark II six-cylinder engines are extremely sensitive to oil quality, and in the case of using low-grade lubricants quickly fail. There is no unequivocal answer to this question, but there are recommendations from the manufacturer, which, of course, differ for different engines. If you follow these recommendations, as well as the recommendations for the oil change cycle, there is no reason to fear increased wear.
You can often hear polar opinions about gas mileage when equipped with a standard engine, such as, for example, a two-liter 1G-FE. They are caused by the fact that it does not have enough power for evenly dynamic acceleration in all speed ranges and when driving at high speed (around 150 km / h) it really tends to increased consumption fuel. At the same time, one should not forget that with a quiet ride in the region of 100 km / h, the same engine is distinguished, on the contrary, by high efficiency, therefore, in terms of the average mode, the consumption of a 1300-kilogram sedan is 10 liters.
Salon Mark II in the 90th body can be safely called a classic for a Japanese car of those years. Like any rear wheel drive car, there is plenty of space in the cabin. The presence of a transmission tunnel makes the Mark II X90 a strictly four-seater, but even large adult men with four will not feel cramped. Perhaps the only reason for complaints is that the trunk is too small, limited by large arches and "glasses" for attaching suspension struts protruding into the trunk. In addition, for back seat the gas tank is located, which greatly reduces the already modest volume. This arrangement, of course, adds safety to the car (the tank is not subject to mechanical damage even in the event of a rear impact), but the trunk of the Mark II is really not very practical, especially considering the total length of the car - 4750 centimeters.
Toyota Mark II in sports
Tourer V Mark II in the 90th body is a regular participant in drag competitions (races on top speed at a distance of 402 meters) and drifting. Tourer V Mark II, built by Alexander Sokolenko from Krasnoyarsk, develops 1,000 horsepower.
Mark II X90 often participate in drifting with automatic transmission
With such a huge power, Sokolenko's car performs in the Unlimited category. In this category, there are no restrictions on the characteristics of engines and transmissions. It is especially spectacular, as Unlimited cars show huge speeds at the end of the distance. In particular, Mark II Sokolenko traveled 402 meters in 8.552 seconds at an exit speed of 290 kilometers per hour.
Interesting facts about Toyota Mark II (X90)
Unlike competitive Nissan sedans Skylines prepared for the Mark II X90 competition often participate in drifting with automatic transmission. This is due to the fact that, unlike Nissan boxes, Toyota manual transmissions are expensive and rare. At the same time, the electronically controlled automatic transmission lends itself well to setting up the desired mode and is able to withstand enormous loads.
The first generation Lexus GS was built on the same platform as the eighth generation Mark II, but with different engines. The direct "twin" of the first GS is the related Mark II model Toyota Aristo.
Why does the Mark II deserve such popularity? Everything is quite simple here: a really good design, high factory reliability with virtually no weaknesses, and also good level equipment is the key to success with buyers. By the way, speaking of Mark II, we automatically also mean Chaser with Cresta: these are related models, and almost everything that will be described below is fully true for them. And now let's figure it out in order, which advantages of the "Mark" make it an interesting option to this day, and which ones have only memories.
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From a simple "iron" point of view, it is difficult to complain about this sedan: Japanese cars, especially in the nineties, were painted and assembled to the conscience, so the body of the Mark II is strong "by nature". Aesthetes, by the way, will note that this is not just a sedan, but a hardtop, and Mark's doors are frameless. The interior is spacious and comfortable, and the most advantageous option for interior trim is velor, which is beloved by the Japanese, which pleases not only with tactile sensations, but also with wear resistance. And from the driver's seat, you can also note the original digital dashboard: real old school high-tech.
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However, given that we will choose a car worth 200 thousand and over 22 years old, the advantages of a strong body and a cozy interior should be viewed through the prism of skepticism and common sense. First, even without taking into account human intervention, one of the main enemies of the machine was time: corrosion and damage in typical places like arches and sills, as well as in hidden cavities and on the bottom, they cannot be present, but are guaranteed to be there, so it’s worth assessing to what stage the “moral decay” has reached. Of the features of the model, quite often occurring cracks in the rear of the transmission tunnel can be noted. And, of course, in addition to time, these cars were negatively affected by accidents and handicraft restoration after them: here you should forget about dreams of finding a non-broken copy, but simply choose a car that was not pulled out after a side meeting with a pole or was not assembled from several "car kits" . Given a budget of 200 thousand, Mark should be able to go straight without steering, not have through holes in the body and a thick layer of putty on key elements like roof pillars. Repainted fenders, overcooked sills and non-factory headlights - this is not a reason to be surprised, but a given. Of course, there are cars that have been preserved in a "better" condition, but they are asking for much more - from 350 to 500 thousand, which only an enthusiast will be ready to pay for a right-hand drive car aged a quarter of a century.
Another feature worth remembering is the exotic ways of importing cars from Japan, aimed at avoiding customs duties. Of course, first of all we are talking about “cuts” and “constructors”, and if the latter seem to be a more or less tolerable solution, then the former, and even at such an advanced age, are definitely not the best choice and should be avoided. To do this, you need to carefully inspect the car in search of traces of the "property division", especially the area of \u200b\u200bthe engine shield where the body number is located, and the rear part for sawing off rear pillars. By the way, when choosing a car, you should pay attention to the date of its import into Russia: if you have a copy imported after 2008, it is almost guaranteed to be a "cut".
Toyota Mark II (X90)" 1992–94
The list of motors that went to the Mark II in the seventh generation is perhaps the most pleasant page of its description. The initial engines - a 1.8-liter inline four 4S-FE and a 2-liter inline six 1G-FE - are not the most powerful, but they are quite simple and hassle-free. But the following options have earned a place in the pantheon the best motors history - the name "Jayzet" is now known to almost everyone who is at least a little familiar with cars.
Opening the range of these inline-six engines is the 2.5-liter 1JZ-GE, which can be considered one of the best options for the Mark II of this generation. There is enough power here - 180 hp, and enough reliability for several owners, if all of them, of course, treat it with due respect. Those who do not have enough of this power can choose between a more spacious option in the face of a three-liter 220-horsepower 2JZ-GE and the same 1JZ-GE, but with a turbine, which gives it the logical name 1JZ-GTE and 280 hp. power. Paired with motors, four-speed Aisin automatic machines with the A340 index worked, which also proved to be extremely reliable and capable of passing 300, and even more than thousand kilometers without overhaul, with proper maintenance.
However, these same motors and gearboxes unwittingly did the Marks a disservice: too reliable and powerful, they attracted the attention of numerous lazy people and "racers". The former drove them, believing that the “millionaire” is a guaranteed feature even without proper maintenance, while the latter squeezed all the juice out of them in an effort to satisfy their ambitions. Both that, and another on a resource of motors and cars as a whole affected in the most detrimental way: motors "stacked" and changed on "contract" with an unknown fate, and cars wound on columns, beat about curbs and other equipment. Therefore, when buying, it is worth checking at least the compliance of the motor model with the one indicated in the documents for the car: now life after replacing the motor with a similar one, but if the motor model or its power does not match what is written in the TCP, the buyer of such a car is doomed to Problems.
By the way, about the "contract" units: it is worthwhile to understand that the differences from the engine from the local disassembly are as strong as between Adidas and Adadis, and if the announcement of the sale says "contract motor", you should definitely clarify what exactly was put into this phrase salesman. As a rule, a “contract” unit does not mean a lot from a Japanese auction that has a clear estimate and confirmed mileage, but something that is the cheapest, but still working, which turned out to be within walking distance. Accordingly, it is not necessary to rely on "legendary reliability" in this case, but what is needed is to carefully diagnose it before buying, in order to at least approximately estimate the remaining resource.
In addition, it should be borne in mind that although such old cars are chosen primarily by condition, the engine is something that you have to live with after purchase, and choosing a 1.8-liter or 2-liter unit means giving up the desired dynamics, and a turbocharged option for little money - it's almost guaranteed problems. So the best engine for buying seems to be the atmospheric JZ of 2.5 or 3 liters. But the only diesel engine in the line, perhaps, is not worth attention: low power and prevalence, low liquidity and a tendency to overheat make fuel savings unjustified.
Toyota Mark II 2.5 Grande G (X90)" 1992–94 But after reading all of the above, do not be disappointed: the chances of buying a car that will be relatively trouble-free to drive and not look too bad are quite there. The main thing is to clearly imagine that for 200 thousand it is worth choosing a car according to its condition, and that it will definitely not be as "perfect" as it is described in some ads. A car that was not sawn once with a relatively lively engine and remnants of factory paint on the roof is a collective image of an acceptable Mark II for 200 thousand. But the fact that it will be beaten many times, but not too seriously, completely or partially repainted, slightly corroded and supplemented with minor surprises like a garage intervention in an electrician is an almost guaranteed set of qualities. Therefore, when buying, as in the case of any used car, it is worth having a small reserve of money to eliminate unforeseen problems, as well as at least a minimum amount of knowledge about cars in general and about this particular model in particular.
Market prices for the seventh generation Mark II start below 200 thousand, but options that cost at least 200 thousand or a little more should be seriously considered. For example, this last white one, 1996 model year for 235 thousand looks perky, and also has the most optimal motor- 2.5-liter naturally aspirated 1JZ-GE with 180 forces. Of course, you can only look at the declared mileage of 200 thousand kilometers with a smile. However, if the diagnostics and inspection of the car before buying show that there is still a fuse in the engine, and the elegant body, which looks like a freshly painted one, has not been restored after the “total”, this is quite a good example of that very inexpensive, reliable and comfortable car that many dream of.
Administrator
How much does it cost to maintain a Mark 2, Chaser V or Cresta 90th body? Look!
Release script. Relevance of the text: 04/28/2017
Today we will talk about one of the most popular and widespread right-handed sedans in our country - about Toyota Mark 2 of the seventh generation in the X90 body (GX90, LX90, SX90, JZX90), as well as the mark-like Chaser and Cross in the same body, because, I think, it’s practically no secret to anyone that Mark 2, Chaser and Cresta are in fact one car with the same suspension, engine range and problems.
These carts were produced in the period from 1992 to 1996 and were wildly popular, and continue to be popular to this day. cool, reliable and very easy to maintain. Okay, enough preludes, let's get it straight.
Let's start, as usual, with the suspension.
Markobrazny are equipped with a multi-link front suspension of a cunning design. Formally, this is a multi-link containing direct and oblique levers from below and a Y-shaped one from above, but in fact it turns out that the oblique lever does not have a direct hinge connection with knuckle, which actually makes this suspension double-lever on two y-shaped.
The advantage of this solution is the reduction in the cost of construction and simplification in maintenance. there is no extra ball joint, but the ability to put adjustable levers for manual adjustment of suspension parameters.
The downside is that the entire load of the suspension goes to one of these ball joints, and not to two as it could be, as a result of which the lower ball joints become weak point front suspension and require frequent replacement. Correct me if I'm wrong, but it seems that this applies to almost all non-original ball joints, regardless of the company, as I understand it, and there are not so many companies themselves. If you want the rules to go - put the original.
The upper levers seem to live normally, but they are not very convenient to remove, in which case, due to the fact that they are screwed directly to the side member under the arch and someone removes the rack for convenience, while someone burns out and manages to remove it anyway.
Now let's go over the prices.
The average cost of the lower and upper ball bearings is 1100 and 700 rubles. The replacement cost is 700 and 1500 rubles, respectively. Silent lower arm an average of 600 rubles with a replacement of 700, if everything is fine and you do not have to remove the lever. The silent block of the oblique lever costs about 700 rubles, and since it is large and without using a press it will be difficult to change it, the cost of replacing it, taking into account the dismantling of the lever, can cost you 1300 rubles. The silent blocks of the upper lever cost an average of only 400 rubles, but their replacement is associated with dismantling the rack and lever, which means for you a price tag of almost 2000 rubles when replacing it with a service station. The stabilizer struts will cost you 600 rubles apiece, as well as the replacement of each of them 600r. Shock absorbers will cost an average of 2000 apiece. A replacement of each 1500r
Those. the entire front suspension in case of extreme shaking and if everything is replaced in turn will cost you 28,000 - 30,000 rubles, since this happens in isolated cases and usually everything is limited to the annual replacement of the lower ball joints, or you just need to put the original once and forget.
Concerning rear suspension, then it is confused multi-link, but the benefit is almost immortal. As problems, one can only note the notorious souring of the adjusting bolts in the levers, which leads to the need to replace them along with the levers. (Or just change the silents, but we consider it a reserve.) The cost of a set of levers with bolts will be 3,500 rubles, and their replacement with the following adjustment process rear axle will rise to 3000 rubles. Also in the rear suspension on the upper arm there is a ball, which says you know what. The cost of a ball joint is on average 700 rubles, and its replacement is the same 1500 rubles due to the complexity of dismantling. If suddenly dead rear shocks, then we add an average of 3,000 rubles per shock and 1,500 rubles for each replacement. So the elimination of on-duty problems of the rear suspension will cost you almost 20,000 rubles. Those. if you took a bucket mark, a bucket cross or a bucket kettle, then immediately prepare half a load for the suspension.
Engines
The range of engines is sufficient - from the pacifying 1.8 in the form factor of the inline four and ending with the huge crazy three-liter sixes, as well as the legendary 2.5 twin-turbo 1jz-gte. All engines are well designed and infinitely reliable, the only choice is taste and color. Of course, sixes have the traditional problem with cooling the 6th cylinder, but if everything is fine with your cooling system, then you have nothing to worry about. The required volume of oil for replacement varies depending on the engine and reaches 5.4 liters, for the convenience of rough estimates, we will accept this figure for everyone.
Accordingly, you will have to buy 6 liters good oil, which will cost you an average of 3000r + 300 rubles per filter. Replacement will cost 700 rubles. Plus an air vent with a replacement for a mower. The cost of candles for a 4-cylinder engine is 160 rubles each, for sixes it is about 500 rubles for a candle with a double electrode and 300 rubles for a classic single-electrode version, and replacement will cost about 400-1500 rubles, depending on the motor and workshop.
Mounted
Well, there’s nothing special to talk about attachments, everything is reliable and hassle-free. Unless a problem with a generator is common to all old cars, since a bulkhead or purchase of a contract does not exceed 5,000 rubles on average. Plus the replacement of the ruble 1.5.
Body
The bodies of these cars are good - strong and beautiful without any special diseases. There are a lot of spare parts for dismantling, so there should be no problems. The only couple of troubles that almost everyone has is cracking rear arches, as a result of which water enters the trunk through these cracks and cracking of the central tunnel under the rear seat.
Now let's talk about other problems
Although by and large, there is nothing special that could make you spend money. Someone complains about the knocking of calipers, but even here the issue price is 3 kopecks. From time to time there are problems with climate panels. Yes, except that the cardan outboard bearing sometimes fails. The bearing itself will cost you an average of 2000 rubles, and its replacement is 1.5 thousand. Also, among other expenses, it is worth mentioning, of course, insurance and transport tax. Insurance will cost you an average of 10,000, and the tax will vary from 3,000 to 15,000 rubles, depending on the engine for atmospheric and diesel, and 42,000 rubles a year will have to be paid for a turbo JZ.
Consumption
The voracity of engines of course varies, the minimum, of course, will be the consumption on cars with 1.8 and diesel engines, here you will spend from 60,000 rubles for 15,000 km per year. For 2.5 and 3 liters, this amount will increase to 90-100 thousand rubles. I’m generally silent about the turbo JZ, there will be a choice between refueling and eating, just kidding. 120000+ for benz if you drive it permanently.
Now we can summarize
If you still managed to find yourself a weak mark-like, then in good year with spending only on gasoline, maintenance, insurance and tax, its maintenance can amount to less than 80,000 rubles - in terms of money, it’s almost like driving a Zhiguli, only as a person.
If the car is more powerful, but also without problems, then 120-130 thousand. Turbine 180+
But if you managed to find yourself a crusaded Cross-Marco-Chayser, then the amount of the annual content will start from 140,000 rubles for the weak and from 195,000 for powerful aspirated, and the turbo can even ask for 230,000+ in not the best year.
It must be said that for such cool cars these are not such big numbers, especially since most of them have not had time to travel for a long time Russian roads and still retain Japanese reliability, so most likely getting into big money should not work.
Produced between 1968 and 2004, the Mark II is one of the most popular JDM vehicles and one of Toyota's finest creations. For several decades, 9 generations of "Mark 2" were released. Each subsequent series has improved and become better, both in terms of design and technical specifications. Almost 15 years after the completion of the release, the model remains in demand all over the world and in particular in Russia. Today we will study the 7th generation Mark II. Meet the legend among JDM cars, the incredible "Mark 2" in the 90th body!
General information about the sedan
The model of this series was produced from the 92nd to the 96th. the last century. This is a five-seater business sedan with a sporty “bias”: the car has a strict design, but with the use of body kits it quickly turns into a sports car and “knocks sideways” very well. According to many motorists, this car is the best option from all generations.
Starting with the X90 series, important design changes, which became the basis for future modifications of the car, which became the X100 and X110. In this version, the same engine size and transmission remained as in the previous one. The main changes "Mark 2" in the 90th body touched the safety, handling and comfort of the car. And not in vain - at one time this modification broke sales records on JDM.
Mark II X90 in Russia was given the nickname "Samurai", although subsequent generations are often called the same. This is a reliable and high-quality machine that boasts rich internal resources.
Characteristics of "Mark 2" in 90 body
Mark II cars of the 7th generation were produced with all-wheel drive and rear-wheel drive. used different types engines (brand / power / number of cylinders / volume):
- 1G-FE: 135 HP s./ 6/ 2 liters;
- 4S-FE: 120 HP s./ 4/ 1.8 liters;
- 2JZ-GE: 220 HP s./ 6/ 3 liters;
- 1JZ-GE: 180 HP s./ 6/ 2.5 liters;
- 1JZ-GTE (turbo): 280 hp s./ 6/ 2.5 liters;
- 2L-TE (diesel, turbo): 97 hp s./ 6/ 2.4 liters.
The most powerful of the presented engines - 1JZ-GTE - was installed on the sports modification "Mark 2" in the 90th body with rear wheel drive, called Tourer V. Its production began in October 1993. By the way, Tourer V does not lose popularity, such a car is most often found on the roads of big cities, when compared with other versions and generations of Mark II.
As is typical for a real "Japanese", the sedan is right-hand drive, equipped with automatic transmission gears. The "native" transmission is quite hardy, easily copes with engines up to 500 hp. with., and also it is sensitive, quickly responds to driver maneuvers.
External and technical tuning "Mark 2" in the back of the 90th series
Here, car owners have the opportunity to experiment a lot and for a long time, introducing all sorts of innovations - there would be money, time and desire. Standard equipment "Mark" is unremarkable both inside and outside. The interior is ergonomic, and the exterior is quite simple.
However, just a few elements will turn this car into an eye-catching stylish car. On JDM and many Russian markets you can find body kits, "skirts", bumpers, spoilers, exhaust pipes and much more. Also, some owners of Toyota Mark 2 in the back of 90 expand the wheel arches, install "shelves". After these manipulations, the car takes on a completely different look.
"Stuffing" X90 also allows you to make various changes. Proper tuning will help increase engine power several times. Thanks to the mechanics, this car has great technical potential, the main thing is to tune it wisely.
