What is a turk machine. Toyota Mark II Tourer V Ownership Experience: You Always Want to Sink
Hello to all car enthusiasts. Having visited the site, I decided to write my own review. I bought a Skoda Octavia tour (1.8t 150hp, without the VTS package) in 2008 and I still drive. Mileage per this moment 30 thousand km. Driving experience 8 years. Before that, I went to the VAZ 2104, VAZ 21011, Hyundai Accent. When the question of buying a new car came up, I was guided by reliability, a powerful engine, and a classic design. I also looked in the direction of the Civic, but refused because of the clearance. I did not want to wait for the car, but the Skoda was available for 604 thousand. Appearance : 80 percent taken from ff boras, the muzzle of the car is a strict classic from the 90s (the hood is somewhat reminiscent of a Bekhovian), the feed, in my opinion, turned out to be somehow blurry (as a result of the selection of a sedan and a hatchback, it’s like a liftback is called), the boras like something more finished. But when you open the trunk, you immediately forget about everything - just gigantic (in comparison). But there are no miracles in the world - part of the trunk due to the shifted rear row of seats (I would rather be the other way around, that is, it would be freer on the second row). The doors open pleasantly, weighty, although the rear doors open if, for example, a woman or a child opens, and another car is standing nearby, that is, there is a chance of hooking it - the door is fixed somewhere in the middle when opening and when fully opened (it’s still heavy for them). Inside, everything is classical and archaic: I simply drag myself from the plastic of the torpedo - soft and not creaky, it does not stink in the heat. The switches are all from ff, they work clearly. There are no complaints about the fur box, the gears turn on clearly (in 2009 I installed a short-stroke backstage from the Audi TT - the lever travel decreased by 2.5 cm). The native radio tape recorder did not play very well, but the paper speakers sounded tolerable. In 2009, I changed the acoustics and the tape recorder: I installed JVC + revolt + sub + 2 amps. By the way, I was surprised by my native Shumka: they didn’t strain the vibrations when the music was on. But then, having made a normal noise of the front doors, it became completely good, although the doors became even heavier. Somewhere around 5 thousand crickets appeared in the rear doors - I had to move the lock brackets a little inside. Now the driver's seat creaks. I don’t have a climate (current air conditioning), but it cools normally, in winter, while at idle, the heat is still not enough, and after 10-15 minutes it’s Africa. How does it ride? For the money, I don't think there is an engine with such characteristics. In the 90s, half of the Foltz and Audi drove on this engine - reliable !!! ... In the winter of 2009-2010, it started up from the remote control without problems (without night warm-up). But it requires attention in terms of timely maintenance, as well as cooling the turbine after driving (turbo timer for 2 minutes). Of course, the turbo engine spins out completely at the “tops” of 4-5-6 thousand rpm, because in the “bottoms” there is a tuboyama up to 2.5 thousand rpm, which was a little annoying at first when driving around the city (+ a long travel of the clutch pedal, although "grabs" almost immediately). Consumption 12l - city, 8.5l - highway. At 10 thousand km I added 100 grams of oil. Rulitsya normally, but having passed on the Civic must admit that he rulitsya better. Power steering at low speeds, in the city, probably, it could be done easier. The turning radius is small, the wheels, like a gelding, also tilt when turning. What I didn’t like from the very beginning was the shock absorbers and a package of bad roads (spacers in front and reinforced springs in the back) and shock absorbers (full g .... but). On the highway and in corners, the car lurched decently, although there was enough dope. I installed Kayaba shock absorbers for 15 thousand, removing the spacers in front. In 2009, I made chip tuning (I flashed from 150 mares to 190). Consumption with a quiet ride up to 100km \ h has not changed. When pedaling 140-160 km / h - of course yes (on the highway 9.5 l) .. That seems to be all .... In addition: I glued the roof with vinyl, put a spoiler .. I am satisfied with the car ... True, sometimes thoughts of changing ... but so far only in theory
The golden age of right-hand drive cars in Russia has long ended, and those who value the combination of the letters JDM (Japanese home market) are now doomed to search for rare well-preserved cars of the legendary series of the 90s. And when you are lucky with such a purchase, you understand that you simply do not need anything else.
View from the outside
Mark II is a full-fledged business class sedan. Let me clarify that we are talking about the 8th generation in the back of the X100. A huge, almost 5-meter ship with a colossal hood, a healthy cabin and a large trunk. The image of the car, close in spirit to American cars, sunk into my heart at first sight.
In comparison with the previous Mark II, the changes affected primarily the design. The rear monolight is divided into two, the front has undergone a light restyling. But otherwise, the car remained stylistically close to the seventh Mark in the back of the X90. The dimensions have not changed much, as well as the technique has remained mostly the same.
Both of these versions of the Mark II were the most popular in Russia - their age was the heyday of the import of Japanese right-hand drive cars. Earlier generations are now difficult to find, and there are significantly fewer more recent X110s.
What's inside?
Business sedan, and even in top configuration what is there to say. Inside the car is gorgeous. Velor interior, which, by the way, in Japan is considered more prestigious than leather, and by today's standards is very good. Of course, for an ordinary Russian living on this side of the Urals, the main drawback of the interior will be the “wrong” position of the steering wheel. But just not for me.
Landing on the driver's seat, as well as on the passenger seat, is very comfortable. Soft chairs of quite impressive size have good lateral support. The driver's seat has several settings, in addition to the standard back and forth and backrest, lumbar and lateral support are also adjustable.
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But in the passenger seat there are only two settings. Frankly, I climbed onto the back sofa exclusively for writing an article. Having adjusted the front seats to my height, I could fit in the back row without any problems, and there would be enough room on all sides for a few more people. I didn’t have to ride in the back, so it’s hard to say how comfortable it is there. The only thing that the rear passengers said was that they had to hold on tightly in corners, otherwise the fifth point carries across the entire width of the car. Of course, there is a central tunnel, because the car has a rear-wheel drive, but I have not heard any complaints about this element.
Concerning additional equipment here it is in abundance. Multimedia system (6 speakers and a subwoofer), although Japanese but works great. The main thing is to understand what's what - it took about an hour after buying a car. Climate control, cruise control, power windows, stability control systems, xenon dipped headlights, all this is here from the factory. Here is a Japanese "hello" from the 90s.
How does he ride?
When asked how the Tourer V drives, the answer is extremely simple: fast. The 1JZ-GTE engine, slightly modified with electronic gadgets, produces about 320 hp. and 400 Nm. The rear wheels accelerate the one and a half ton body from 0 to 100 km/h in less than 5 seconds.
This engine on the eighth generation Mark II saw a number of changes. Compared to the previous 90 body, where the 1JZ-GTE, equipped with two turbines, was also installed, there is only one turbocharger, but a large one - CT15. The compression ratio in the cylinders increased from 8.5 to 9, the cooling system was improved, plus the engine acquired a VVT-i variable valve timing system. All this together not only increased power, but also allowed to reach maximum torque at 2,400 rpm, which improved fuel efficiency.
AT steep turns feel confident: the Tourer V is equipped with sporty independent spring suspension both at the rear and at the front. From the factory, a system with floating silent blocks of the upper arms, a rear anti-roll bar and a lower strut was installed. Also, the car was produced with 16-inch wheels of different widths, however, the discs were replaced and now they cost 235/45 R17, wider wheels simply do not fit without arch extensions. Brakes - ventilated in a circle.
Choice and purchase
I love drifting and that says it all. In our social group liters consumed not alcohol, but gasoline. The word "wheel" is used in literally, and does not mean any pills. Plus, almost everyone is well versed in cars, and not only in brands, but also in the design of engines, gearboxes and chassis.
Before Mark, I managed to drive a BMW 325i E36, which was extremely fun, but its condition at the time of purchase was already sad, and then I didn’t really know how to choose a car in the secondary market. After that, I moved to the Focus 3 from the salon, but after a couple of years I realized that this car is absolutely boring.
I fell in love with Toyota Mark II even before buying BMW, but I was afraid to take old car, parts for which could be found, as I thought, only in Japan. And then, seeing a Mark II Tourer V next to me in a traffic jam, I could not resist opening the window and talking to the driver of the right-hand drive "Japanese". After a couple of months, when I found out the real state of affairs, I decided it was time to take the dream car!
Frankly, I didn’t want to take a Toyota with a weak “engine”, I just wanted a “turik”. There are plenty of offers for the sale of Markovniks with 2.0 and 2.5 engines for 100-200 horsepower even in St. Petersburg, but to find a Tourer V in good condition, from which the "cramps" have not yet been made - it is almost unrealistic. I thought about buying a regular Mark II followed by a "swap" (replacement of the engine), but after consulting with the owner of the Mark II and my workshop, I abandoned this idea.
In the end, I got lucky. The same “tourist” with whose owner I spoke in traffic a few months ago and with whom I subsequently became friends decided to change his car for something more family and calm. On the same day, my Focus went to him, and I received the keys and documents for the Mark II. Such is the change of priorities.
Maintenance and repair
As I said, initially I was somewhat afraid of the cost of repairing a car that was not produced or even sold in our country. Each spare part must reach the service across Russia, which, as I thought, would significantly increase the cost of already expensive spare parts for a Japanese business sedan.
But everything turned out to be much easier. For example, what do you think, how much does a set of original pads cost to replace "in a circle"? 4000? 6,000? But no - the Toyota kit costs 2,000 rubles in the store.
Until recently, an automatic transmission in Japan was sold for 10,000 rubles, and taking into account delivery, it could be obtained for 13,000. Now, in a crisis, the price tag has undoubtedly increased, but not critically. A contract engine with a turbine and the entire body kit will cost about 40,000 rubles + delivery of 3-5,000 rubles, but its need by itself disappears when you drive a JZ.
In general, it is necessary to repair infrequently. Recently I had to change the filter of zero resistance. Then the planned replacement of the camshaft seals, and at the same time, since the entire timing is removed, the preventive replacement of the pump. All together, including the fuel filter, nulevik, a set of seals, a pump, searching for and fixing the problem, cost 20,000 rubles.
And taking into account the delivery (the pump had to wait 5 days), the entire repair took a week. One of the longest processes was the replacement of the dashboard. The fact is that this car had a speedometer limited to 180 km / h, and accelerates, obviously, to significantly high speeds. As the previous owner told me, he had to look for and then wait for the dashboard from TRD for about a month, but now the entire speed range is reflected on the speedometer.
Improvements and plans
Frankly speaking, I am not going to change something in the car. There was an idea to repaint the body in Blue colour and maybe someday I will. But there are some problems with this. The fact is that the car was imported into Russia without documents and then issued under the Title Mark II previous generation. Naturally, everything was official, with notes about the replacement of the engine and body. However, now it is almost impossible to re-register such a car, so repainting it is a whole story.
The car now looks absolutely stock (with the exception of wheels and tires). The previous owner tried very hard, but managed to hide all attachments in the original body and body kit. For example, the Greedy intercooler still fits under the original bumper. Of the cosmetic improvements, it will probably be necessary to change the glass of the headlights, since the relatives are already a little “tired” and cloudy.
Exploitation
Of course, you can ride the Mark every day, but I simply don’t have such a need. My work and home are on opposite ends of the city, and it's easier and faster for me to get there by public transport.
But if we talk about operating costs, then gasoline will rise to the first line of the check. A car in the city eats about 20 liters per 100 km, and this figure does not decrease on the highway. Of course, if you drive at a speed of 80 km / h, then the consumption will be reduced to 14-15 liters, but having such a unit under the hood, you always want to sink the pedal. AI-95 enters the tank extremely rarely, the main fuel is AI-98. So you have to spend a lot of money on gasoline. However, how this fuel is converted into kilometers is obviously worth the expense!
From the history of the model
The first Mark II rolled off the assembly line in 1968. The full name is Toyota Corona Mark II, where Mk II denoted the separation of the car from the main platform. In 1970, the platform was split, and the word Corona disappeared from the name of this business sedan. After that, Cresta and Chaser appeared on the Mark II platform, which differed only in interior design and exterior elements. Some generations of the Mark II were left hand drive for export and were called Cressida. Until the mid-90s, 6 generations of the sedan were produced.
The first Tourer V appeared only on the 7th generation Mark II. It was originally equipped with a 1JZ-GTE engine. It was a 2.5-liter gasoline engine with two turbines. By the way, interestingly, the 6th generation was produced simultaneously with the 7th. Mark II in the back of the 80th series was produced from 1988 to 1995, the 90th body hit the assembly line in 1992, and it was replaced by my 100th body already in 1996.
The history of the name Mark II ended with the 110th body of the 9th generation, produced in 2000-2004. It was replaced by Mark X, produced to this day for the Japanese domestic market. The first generation Mark X has been sold by the official for 5 years, since 2004. After that, in 2009, the last Mark X came out, which still pleases the Japanese. Along with the departure of the Mark II name, the legendary JZ engine also left the line, which was replaced by a generation of GR engines.
Brief technical characteristics of the Toyota Mark II Tourer V (100)
Took the car in 2009, at that time she was a year old, the condition was perfect. The equipment is unpretentious, without pneuma and on a rag. I sold it recently, so I wanted to share my operating experience.
The first year went by with no problems. Problems (in principle, small) began immediately after the end of the warranty period. Silent blocks had to be changed for 45 thousand (officials, ******* in Kyiv, just broke space price, then I stupidly paid, then I found a price 10 times lower on the Internet, but this is a separate conversation), the torpedo began to creak terribly, the officials eliminated it in 5 minutes, they said that it was a sore of all the tourists. After 5000 again there was a knock. I went, replaced the gaskets and some other little things, the knock disappeared for another 5 thousand. I came to them, they said it was necessary to change the steering rack, they wanted about $ 3,000 for it. I said goodbye to them and went home. As it turned out later, it was just necessary to re-fix the steering wheel, something was loose there during fixation.
Every year, around the end of November, the electric drive of the right mirror stopped working for a week or two, when I got to the service, it started working again. The same with the damper of the stove, which directs air to the windshield. The service workers just shrugged their shoulders - they say, we need to see what doesn’t work, otherwise we can change a lot of things for you, it won’t get worse :) or the effect was not possible).
At 60 thousand, the check engine caught fire. I had a diagnostic cable, connected it, read that the intake manifold on the turbine was clogged, and that this was again a sore for this generation of turists. I called the officials, because. needed to be urgently repaired. I ask - can it be cleaned so as not to be replaced? They say - come, we'll figure it out. Arrived - on the spot they tell me that they do not clean them, but only change them. I had to replace it, because on the trail. day it was necessary to go far (again *******, I do not recommend, the prices are space, the quality is not particularly different). Actually, this was the last straw of my patience, because. I live 250 km from the service and I have to spend a whole day visiting them.
Noise isolation is excellent, compared to Japanese diesels in the cabin just silence.
Native acoustics super, as for base case. The radio tape recorder stood rns-510, played perfectly (I easily flashed it so that I could see large flash cards, a lot of mind is not needed). According to other people, dynaudio is not much different from it.
The seats are comfortable when you go far, nothing really hurts and doesn’t get numb, although of course the sensations are unpleasant when you sit for 10 hours without getting up, but I think this is the case in any car.
For 4 years of operation, only one cricket appeared in the car, not regular, which is pretty good (I rode a Ford of the same age and the same amount of the past, everything creaked there like in a Zhiguli).
Consumption - a little less than 9 on the highway, if you go long distance (I looked at the readings of the on-board computer after driving 700 km without turning off the engine). In a small town, without traffic jams, somewhere around 12-13. In Kyiv, the fuel arrow begins to slide before our eyes, I don’t remember the exact number.
The air conditioner is excellent, the stove too, in winter it always started up without problems even at the very bitter cold(for me it is -25).
Rulitsya comfortable, very nice to ride on it on a completely flat track at speeds in the region of 160-180. BUT the suspension is absolutely not designed for our roads, it breaks through on any hole, I had to very slowly go around each hole and watch how the Lada overtake me at full speed, which these holes do not notice at all. When you drive along Ukrainian roads and you feel bang on every pit, it has a negative effect on your nerves :) If you drive according to the principle I will drive faster - less impact, you will very quickly feel a blow to your wallet. The pendant is very soft. The clearance is less than that of full-fledged jeeps, but better than that of passenger cars, it gave me trouble a couple of times (I drove through a hole and did not notice that a stump of a stump was sticking out of it, he gave it directly to the place where the external noise was attached to the arch and pulled it out with meat) . It rides great in mud/snow/ice. In winter, the car never got stuck.
Bridgestone factory tires were worn out by 70 percent in two years, I drove three on it and threw it away, because. There was no protector left at all.
Oil eats about a liter per 15 thousand. On my previous trade wind 2.0tdi it was the same. Gasoline seems to eat more.
The paintwork is excellent, in fact, for 4 years it has not suffered in any way (one scratch on the entire body).
The interior is spacious, in the back seat fit 4 people (not too large).
The dynamics are more than sufficient, overtaking is easy, a good supply of power is felt.
At the cost of service from the officials - I do not advise, because. trying to breed at every turn. For the sake of justice - it seems that absolutely everyone behaves this way in the post-scoop, such is the mentality.
Pneuma was not initially considered, because. German pneuma is not designed for our roads, it must be constantly repaired. If I lived near the service, maybe I would take it. And so, at the first breakdown, I didn’t want to pull the car on a tow truck.
In general, I sold it (it was a pity to leave) and went to test the new Tuareg, on pneuma and at maximum speed (in Kyiv a little more than $ 90,000). To be honest, I didn't make much of an impression. It throws up on the hillocks, as well as on the levers, only there is no sound of impact (this is in the softest position of the air suspension). The price is 30 pieces higher than a simple configuration, but it feels like there is not much difference. Then I rode on a Prado cruiser, he didn’t have pneuma, the sensations of driving are similar, a little harder than a turik in the softest mode on pneuma. Then the cruiser 200 on the levers, I liked it the most, swallows all the pits and bumps just perfect (they say that it can rock me to sleep in it). The price is the same with a turik at maximum speed. A little out of my budget. Rolled on Mercedes ml, glk - stools on 4 wheels. More precisely, they are not suitable for our roads. Most of all, ML struck me, it is so wooden in the softest position of the pneuma that I have never ridden in this before. BMW did not even consider, they are definitely not for Ukraine. The choice was made on the GX460 bu Lexus, it is cheaper than 200, it rides not much worse, as I ride it for half a year, I will write a comparative review, so far I am very satisfied (except for the expense, the turik eats less).
ps. It was surprising that many of those who called the ad really believe that the Tuareg is a full-fledged jeep with iron eggs, which is simply impossible to break. You have to look into the eyes of reality - this is a _large passenger car for driving around the city with smooth roads. In general, just a huge sedan. Rulitsya is not much worse than a sedan (I did not notice the difference with a sedan at all, but I'm not a racer). If you count on it to ride through the fields or drive through the villages, it’s better to immediately watch something else. Or stock up on green for repairs.