Toyota Cressida
From Wikipedia, the free encyclopedia
| Toyota Cressida | |
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| Manufacturer: | Toyota |
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| Production: | 1973–1992 |
| Successor: | Toyota Avalon |
| Class: | Mid-size executive car |
| Similar: | Chrysler New Yorker Mazda 929 Nissan Maxima |
The Toyota Cressida was a mid-size, high-end luxury sedan introduced by Toyota in 1973, first exported in its second generation in 1977. The same chassis, with slightly different bodies were available in other countries as the Toyota Mark II, Toyota Chaser and Toyota Cresta. The Cressida name was retired in 1992, but the chassis and Mark II, Chaser, and Cresta names continued production in Japan until the early 2000s.
In the United States, the Cressida was also known as a "four-door Supra", because the Supra and Cressida shared the same M series I6 engine, had rear-wheel drive, and were both flagship cars for Toyota at the time.
The Cressida was available worldwide in a variety of forms and engines. Available engines included the G-series I6, M-series I6, and R-series I4 gasoline engines, as well as the L series diesel I4.
Japanese market tastes were generally "formal" in the mid-1980s for this segment and the Cressida followed. In 1985, the Cressida, Mark II and Chaser went slightly more upright and square, when overseas trends were beginning to move toward rounded, fluid shapes.
Contents |
[edit] First generation (1977-1980)
| First generation | |
| Production: | 1977–1980 |
|---|---|
| Engine: | 2.0 L I4 2.6 L 4M-E I6 |
| Transmission: | 5-speed manual 4-speed A43DL automatic |
| Wheelbase: | 102.0 in |
| Length: | 178.2 in |
| Width: | 66.0 in |
| Height: | 57.9 in |
The first generation Cressida (designated MX32) was available as a sedan, wagon, and in some markets, a coupe. It was viewed at the time as one of the most advanced cars on the road, boasting simple but elegant styling with numerous standard features like soft cloth seats, high-quality imitation wood in the interior, and tight fit & finish, with tight clearances and small gaps. Reviewers of the time noted an absence of squeak and rattles even on one-year old test cars. Standard features included air conditioning (unusual as a standard feature at the time), automatic transmission (a 5-speed manual was available), power steering, rear seat armrests, AM/FM cassette stereo with amplifier (again unusual), steel-belt radial tires, reclining front seats, and a rear window defroster. Power windows were optional. Soundproofing was extensive, and the Cressida was famous for being one of the quietest cars on the road at the time. The 4M-E straight-six was an SOHC unit that was both powerful and quiet, however gas mileage was somewhat of a weak point, but still better than American luxury cars of the era. Cornering was reported to be very good by standards of the times, despite a smooth ride.
On the New Zealand market, the car used a 2.0 L 4-cylinder engine.
[edit] Second generation (1981-1984)
| Second generation | |
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| Production: | 1981–1984 |
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| Engine: | 2.8 L 5M-E I6 2.8 L 5M-GE I6 |
| Transmission: | 5-speed manual 4-speed A43DE automatic |
| Wheelbase: | 104.0 in |
| Length: | 186.0 in |
| Width: | 66.5 in |
| Height: | 54.0 in |
The second generation Cressida, the MX63, was a significant redesign from the previous generation. Gone was the coupe version, but a more up-to-date body style was new for the sedan and wagon. Changes from the previous generation included a larger engine, now up to 116 hp (and using electronic fuel injection). The 5M-E would power the 1981 and 1982 models before it was superseded by the 5M-GE, a DOHC engine with a substantially higher horsepower rating, 143 hp in 1983 and 156 hp in 1984.
In 1983, the Cressida was refreshed and gained an independent rear suspension, rear disc brakes, and the 5M-GE engine, in order to compete more effectively with Audi and BMW. A 5-speed manual transmission was available, but cars equipped with it were considerably more rare than automatic versions. The electronically-controlled A43DE automatic transmission was another improvement over the previous hydraulically-controlled A43DL transmission and had 3 modes: Power, Normal, and Economy. This iteration was praised for its handling, ride, quiet interior, and most of all, its reliablilty; the Cressida was quickly gaining a reputation for outstanding ownership.
[edit] Third generation (1985-1988)
| Third generation | |
| Production: | 1985–1988 |
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| Engine: | 2.8 L 5M-GE I6 |
| Transmission: | 5-speed manual 4-speed A43DE automatic 4-speed A340E automatic |
| Wheelbase: | 104.5 in |
| Length: | 188.0 in |
| Width: | 66.5 in |
| Height: | 54.0 in |
For 1985, a new Cressida was introduced by Toyota. The 5M-GE engine was mostly unchanged from the 1984 model year but gained a knock-sensor, which detected loss of power and corrected engine output when a lower-grade fuel was used. The bodystyle was all-new, larger, and more aerodynamic than previous generations. New options included were an electronic shock absorber control, with a Normal/Sport switch that could increase shock stiffness, digital instrument cluster, woodgrain trim, and secondary radio controls that were placed right by the steering wheel for easier access while driving. The automatic transmission retained its Normal/Power selector as many other Toyotas would, but later in production, the Economy selection was dropped; it was almost never used because of how low the shift points were. In 1987, the automatic transmission was changed to the A340E that was also used with the 7MGE engine at the time. The 1988 model was not offered with a manual transmission and the wagon was discontinued in 1987.
[edit] Fourth generation (1989-1992)
| Fourth generation | |
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| Production: | 1989–1992 |
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| Engine: | 3.0 L 7M-GE I6 |
| Transmission: | 4-speed A340E automatic |
| Wheelbase: | 105.5 in |
| Length: | 190.0 in |
| Width: | 67.0 in |
| Height: | 54.0 in |
The last major change for most export markets was in 1989, when the body was updated and the 7M-GE engine was introduced, resulting in power growing from 156 to 190 hp. The 1989 model was larger and more rounded than previous generations, and had even more standard features. Newer features included anti-lock brakes and a new "park lock" transmission that did not engage out of park unless the driver put their foot on the brake pedal. This model is what is known as the MX83, the last Cressida sold in North America. The Cressida was discontinued in North America in 1992; the introduction and success of the Lexus division meant that Toyota no longer needed a large luxury sedan in its lineup. The Cressida was also a victim to falling sales, mostly because of its advanced features, limited availability, and high price tag in most markets. This was the last of the series exported outside Japan.
The Cressida also played a large part in the design of the first Lexus models, the LS 400 and the ES 250. Many parts and ideas from the Cressida were carried over into the original Lexus models, which is why these cars look so similar.
Even though it was discontinued in early 1992, the Cressida still remained Toyota's largest luxury sedan until 1995 with the introduction of the front-wheel drive, American-made Avalon. The Avalon is now considered the modern-day Cressida in North America. Since the discontinuation of the Cressida, Toyota has not sold a rear-wheel drive sedan under the Toyota nameplate in North America.
[edit] Outside North America
In Japan, the Mark II, Chaser and Cresta continued beyond 1992, but the Cressida name was retired. The Chaser and Cresta went on for two more generations until 2000. The Mark II was succeeded by the Mark X in 2004, although the Mark II Blit, a wagon variant, is still sold.
In Australia, the Cressida was sold from April 1977 to February 1993, when it was replaced by the Camry Vienta (and later the Avalon). Many people bemoaned the fact that the Camry Vienta was front-wheel drive, because rear-wheel drive is popular for large sedans in the Australian market.
Today, the Cressida is starting to become a popular tuning car around the world, due to being rear-wheel drive and having a fairly powerful engine. Most often, the Cressida is now used in drifting competitions or street racing with an aftermarket suspension and turbocharged Toyota engines. Overall, the cars are very versatile, solid, and reliable, exhibiting capabilities and characteristics found on most modern sport sedans sold today.
