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Tarago TCR10/11/20/21 (Mk2) Series IISep 1993

Tarago TCR10/11/20/21 (Mk2) Series II

In September ’93 a new front bumper design improved aerodynamics and fuel efficiency.High prices forced Toyota to drop the remaining 4WD variant (GLS) in favour of the rear-wheel drive, independent rear suspension Ultima.However equipment levels improved, with the latter scoring a driver’s side airbag while the GLi gained four-wheel disc brakes, central locking and power mirrors.In September ’94 the Getaway II became a permanent part of the range and offered cruise control and a driver’s side airbag above the regular GLi offering.In October ’97 dual front airbags became standard and the Getaway II gained anti-lock brakes.Value-added edition Taragos included the World Cup GLi of May ’95 and the Advantage of October ’95.As the Tarago aged, sales began to ebb away to smaller, cheaper alternatives from Honda (Odyssey), Chrysler (Voyager) and Kia (Carnival).Nevertheless, it enjoyed an unprecedented level of high owner satisfaction during the 1990s and continues to be sought after today despite the introduction of an all-new Camry-based Mk3 variant.

JM ApolloMar 1993

JM Apollo

Toyota spent a fortune developing the redesigned, third-generation, “wide body” Camry range for the early ‘90s, utilising dynamic and refinement lessons learned during the multi-billion dollar Lexus LS program. The result was a larger, wider, stronger, safer, roomier and more comfortable family-sized sedan and station wagon.And like before, Holden offered a virtually identical version, this time as the JM Apollo range.The grille, tail-lights, bumpers and minor trim set the Apollo apart.Like the Camry, a 95kW 2.2L 5S-FE four-cylinder was the base engine, while a 139kW 3.0L quad-cam V6 auto was also available, except on the SLX wagon.Power steering, central locking and a radio/cassette player were standard on all models, while anti-lock brakes became an option.From June ’94 a driver’s airbag, cruise control and power windows became GS inclusions.

SDV10 Camry and VDV10 VientaFeb 1993

SDV10 Camry and VDV10 Vienta

Toyota spent a fortune developing the redesigned, third generation, “wide body” Camry range for the early ‘90s, utilising dynamic and refinement lessons learned during the multi-billion dollar Lexus LS program.The result was a larger, wider, stronger, safer, roomier and more comfortable family-sized sedan and station wagon.And like before, Holden offered it as the JM Apollo range.A 95kW 2.2L 5S-FE four-cylinder engine powered the Executive, CSi and sedan-only Ultima models, while a new name (Vienta) identified the 139kW 3.0L quad-cam V6 versions.October '93’s Vienta Touring featured sports suspension, alloy wheels and – from ’95 – the option of a five-speed manual transmission.Until then V6s were four-speed auto-only. Anti-lock brakes became an option.In April ’94 the CS-X reappeared, replacing the Executive and 2.2L Ultima, and featured a standard driver’s airbag from June.In April ’95 the lightly facelifted SXV10 Camry range received a round of improvements, including new trim and an immobiliser, ahead of October’s separation of the Camry and Vienta models.“Getaway” (Oct ’96) and “Intrigue” (April ’97) value-added special editions included air-conditioning and a CD player.

SerenaOct 1992

Serena

Remember the Serena? As people-mover sales seemed like the next big thing in the early ‘90s, Nissan took a chance with a Euro-centric rear-wheel drive Toyota Tarago rival.Sourced from Spain, the small, van-based seven-seater shrouded its commercial vehicle DNA with bubble-like styling featuring deep windows, a very car-like cabin and driving position, and a Pulsar-based 96kW/172Nm 2.0-litre twin-cam 16-valve SR20DE four-cylinder powerplant.Equipment levels were good with the Ti adding dual air-conditioning, an auto-sliding side door, alloy wheels and a sunroof to the base ST’s power steering, central locking, power windows, electric mirrors and limited slip differential.A variety of seating, bedding and luggage solutions were possible. But tall, narrow dimensions and basic leaf spring rear suspension made the unsupple sprung Serena seem van-like in corners and limited shoulder room, while its hefty mass marred performance.The Nissan just couldn’t match Toyota’s revolutionary 1990s Tarago.And to top it off, high prices, goofy styling and pint-sized proportions kept people away. So, by late ’95 Nissan said sayonara to the here-nor-there Serena.

VCV10R (Mk1) ES 300Jun 1992

VCV10R (Mk1) ES 300

THE second Lexus sold in Australia wasn’t really up to the marque’s reputation for “the relentless pursuit of perfection”, as it was a rebodied front-wheel drive Camry Mk3 sold elsewhere as a Toyota.Some cynics suggested that the ES was nothing more than Lexus leveraging its newfound brand kudos for less-wealthy Americans to spend more than they need to on a tizzied-up Camry.Powered by a 138kW/246Nm 3.0-litre quad-cam V6 engine mated to a four-speed automatic gearbox, the ES was aimed at the sort of buyers who might have bought a Toyota Cressida.Though swift, smooth and quiet, the soft suspension settings and overly light powered steering proved to be the ES 300’s undoing against the similarly priced yet dynamically far-more accomplished European rivals. And it was very tight in the back.And the pillarless four-door hardtop body, though sharing no Camry commonality, was still unmistakably old-school Toyota prestige.But the quality was high, the ride comfortable and the features list long (including dual airbags from ’93, anti-lock brakes, climate control air-conditioning, alarm, cruise control, leather trim and powered front seats), so the ES etched a small niche for itself.

Calibra YESep 1991

Calibra YE

The front-wheel drive YE Calibra was to the Holden Vectra what the Toyota Celica has been (at times) to the Toyota Camry – a sporty two-door version of a popular mid-sized family car.Developed by General Motors’ Opel and Vauxhall in Europe, the stunningly aerodynamic Calibra three-door hatchback shared no exterior body panels with its donor car, the 1988-1995 Opel Vectra.Interestingly, unlike its predecessor (the 1982-1989 JB-JE Holden Camira) and its successor (the 1997-2002 JR-JS Holden Vectra), Australians never saw this generation Vectra.So its mundane Vectra-derived cabin, disappointingly sedan-like dynamics and (Holden-sourced) 2.0-litre Family II four-cylinder engines didn’t put off buyers locally.The latter came in two guises – an 85kW/170Nm single cam for four-speed automatic Calibras, and a 110kW/196Nm twin-cam 16-valve unit for the five-speed manual models.But despite keen pricing, beautiful styling, good space for four adults and a long features list that included anti-lock brakes, air-conditioning, alloy wheels, central locking, a sunroof, power steering and electric windows, the Calibra failed to lure sports car buyers, especially as it was released just as the recession was biting hard in Australia.In mid-’94, the release of a 150kW/280Nm turbocharged all-wheel drive flagship model – featuring a six-speed manual only gearbox, upgraded brakes, a driver’s airbag, leather trim and a body kit – failed to address disappointing sales.At the same time a standard driver’s airbag, seat belt pretensioners, new-look alloy wheels and minor changes to cabin trim marked the ’94 series Calibra range.

EL44R PaseoJul 1991

EL44R Paseo

Toyota launched its Japanese-made Paseo coupe in mid-1991, to challenge the popularity of the South Korean-made Hyundai S Coupe. Based on the utterly conventional front-wheel drive platform of the unseen-locally Tercel/Starlet light car of the time, the Paseo favoured the same ‘style over sports car substance’ pioneered by the early Celica two decades previously, in an affordable, economical and durable two-plus-two seat two-door coupe package.Its 5E-FE fuel-injected 1.5-litre twin-cam 16-valve four-cylinder engine produced 74kW of power and 123Nm of torque.Many were sold in four-speed automatic guises in lieu of the standard five-speed manual gearbox.In May ’92 a limited edition Spirit model was released. All Paseos offered power steering, central locking and electric windows until May ’93, when the range was split in two with the launch of a stripped-out base model.The previously well-specified version was dubbed Paseo Alpha.

NH-NL Pajero (Mk2)May 1991

NH-NL Pajero (Mk2)

The second-generation Pajero grew up in every direction, gaining refinement, comfort, safety and space advances, as it battled newcomers over the decade from Toyota (4Runner and then Prado), Nissan’s established Pathfinder, ditto Holden’s Jackaroo, Ford’s flaky Explorer and even Ssangyong’s Musso.New suspension and more sophisticated 4WD systems proliferated underneath the body-on-frame constructed Mk2 Pajero, including high-low transmission ranges with the ability to switch from 4WD to rear-wheel drive for greater off-road ability and on-road driveability.A wheelbase stretch to 2420mm (+70mm) and 2725mm (+30mm) for the SWB two-door Hardtop and LWB four-door wagon models respectively was incorporated, while the tracks and body heights also increased substantially over the first generation Pajero.The cabin was also completely overhauled, featuring completely new and a more car-like dashboard and ergonomics – but still with that unmistakable SUV flavour. Equipment levels rose accordingly too.Base engine was the carryover 79kW/192Nm 2.6-litre Aston 2600 carburettor four-cylinder unit connected to a five-speed manual gearbox.It was joined by a revised 103kW/234Nm 3.0-litre SOHC 24-valve V6, available with a five-speed manual or four-speed automatic transmission.For diesel fans, the 2.5-litre intercooled four-cylinder turbo-diesel now delivered 73kW and 240Nm, but it was only available with a five-speed manual.In November ’93 the facelifted NJ Pajero II arrived, bringing the usual array of minor trim and specification updates.But there were many engineering changes.The 2.6-litre four-cylinder petrol engine was deleted, two new four-cylinder diesel engines arrived – a 71kW/198Nm 2.8-litre ‘atmosphere’ and a 92kW/292Nm turbo-charged version – while the 109kW/234Nm 3.0 V6 was joined by a 153kW/300Nm 3.5-litre DOHC 24-valve V6 in the top-line Exceed.The latter was a luxury seven-seater with a four-speed automatic gearbox, anti-lock brakes, cruise control, sunroof, power windows and powered driver’s seat.October ‘96’s NK facelift brought more trim and equipment changes, but the basic engine offerings stayed the same.From August ’97, the NL Pajero II was available – the last of the second-generation model’s revamps – boasting revised engines, a nose makeover and upgraded equipment levels, as it strived to fight off the impending new-generation Nissan GQ Patrol and Toyota LandCruiser 100 Series.The non-turbo 2.8-litre four-cylinder diesel was dropped, replaced by its continuing 92kW/292Nm turbo-charged sibling, while the 3.0-litre petrol V6 vanished in favour of a torquier but less powerful 3.5-litre SOHC 24-valve V6 offering 303Nm and 140kW.From mid-’99 dual front airbags became standard faire in the NL range, while the SWB Pajero disappeared from late ’99 as Mitsubishi offered the smaller yet unrelated Pajero iO two and four-door wagons in its place.

Tarago TCR10/11/20/21 (Mk2)Sep 1990

Tarago TCR10/11/20/21 (Mk2)

Here is where the true revolution in people carriers began.Toyota spent a fortune developing the US-designed, egg-shaped second generation model, and it quickly became a symbol of the ambitious, cash-rich environment prevailing in Japan at a time just prior to a decade-long recession.It’s no coincidence then that this car enjoyed a decade-long run virtually unaltered. And car is the operative word.Banishing any commercial vehicle commonality, everything about the Tarago II was not only all new, but also often devised exclusively for it.Like its mid-engine rear-drive platform, with its 625mm-extended wheelbase, wider track and bespoke motor cantered low and away behind the driver for much-improved handling, stability, braking and refinement properties.This led to a single sliding-side door aerodynamic body that boasted far-more efficient packaging, liberating space for passengers and their luggage alike. It also brought with it a radical new dashboard design, a walk-through cabin and intelligent interior storage solutions.And mechanically it was just as radical. The 102kW/208Nm 2.4-litre 2TZ-FE twin-cam 16-valve fuel-injected four-cylinder engine was made especially compact for this application, as was the standard five-speed manual or space-saving column-shift four-speed automatic gearbox.It also produced its maximum torque from 1200rpm for better big load driveability. An expensive and sophisticated fully independent double wishbone rear suspension was available on the high-end GLX and GLS models, the latter also featuring a full-time 4WD system and anti-lock brakes.The mid-range RV (also with 4WD) and base GLi made do with a cheaper five-link coil rear suspension.All variants featured power steering, central locking and a radio/cassette player. The rear-drive (TCR10/11) GLi and GLX seated eight, the 4WD (TCR20/21) RV and GLS seven.But high prices in recessional times saw Tarago sales suffer despite its quantum leap forward, so Toyota periodically tweaked the range.In late ’91 a round of changes saw improved manual gearbox gearing, audio, cabin lighting and storage areas, a new grille and cabin trim and the deletion of the sluggish-selling RV model.The popular Getaway series (usually with central locking, power windows and electric mirrors) first appeared in October ’92 and then April ’93, before it was made a permanent addition to the Tarago range as the Getaway II when the range was lightly facelifted in September ’94.

UCF10R (Mk1) LS 400May 1990

UCF10R (Mk1) LS 400

TOYOTA took on the established luxury car marques Mercedes-Benz and BMW with its Lexus LS 400, a conservatively styled three-box four-door sedan.But it wasn’t just the 1980s Mercedes S-class-like styling, startling build quality, amazing lack of noise, vibration and harshness, impressive value for money and utter reliability.Lexus quickly became the biggest luxury brand in some countries – like America – through diligent customer service. This became the Lexus’ greatest achievement.Meanwhile the LS 400 itself was conservative but still very capable, if a lot softer in the dynamic department than the big BMWs and Benzes.A 190kW/360Nm 4.0-litre quad-cam V8 drove the rear wheels via a four-speed automatic gearbox.And for the price of a loaded mid-sized German sedan, the full-sized LS included a driver’s front airbag (the passenger’s side didn’t arrive until mid-’93), anti-lock brakes, cruise control, leather upholstery, climate control air-conditioning and powered front seats, among other luxury fittings.Around 1500 were sold in Australia during the Mk1 Series 1 LS’ reign, firmly establishing the brand.

SW20R MR2Mar 1990

SW20R MR2

TOYOTA’S second generation MR2 was a completely different car to its classic 1984-vintage predecessor, despite sharing the “Midship Runabout 2-seater” badge.Sure, the engine was slung behind the two occupants, driving the rear wheels through a five-speed manual gearbox. But there is where the similarities ended.Toyota, flushed with cash during the boom-boom 1980s, decided to develop a “mini-Ferrari” with its exotic little sports car.The result, though, was more thrilling than Toyota had perhaps hoped for.Early (1990-’92) MR2s displayed a frightening tendency to snap-oversteer midway through corners, whether there was sudden lift-off of the throttle or not.Subsequently Toyota worked hard to rectify the problem with constant suspension and steering revisions, but the car’s reputation had stuck fast by then.And despite its stunning looks, it was also let down by an entry price that had marched beyond $60,000 by the end of its life.Initially there was the single MR2 Coupe, complete with its removable roof panels, anti-lock brakes, fog lights, power windows, central locking and other goodies.It was powered by a mid-mounted, 2.0-litre, twin-cam, 16-valve four-cylinder engine producing 125kW of power and 186Nm of torque.From March ’94 the model was split into two – the MR2 Bathurst (minus the ABS and fog lights) and MR2 GT – adding leather trim and a price escalating past $60,000.As the car priced itself out of the market, sales ground to a near halt, forcing Toyota to withdraw the car from sale in late 1999, until the third-generation model appeared a year later.

Celica ST184 (Mk5)Nov 1989

Celica ST184 (Mk5)

Astoundingly, Toyota failed to capitalise on the success of the previous Celica with the “organically-styled” ST184 generation.A curiously bulbous body lost much of the old car’s crispness, while extra weight and softer suspension blunted the performance and handling respectively.However the ride, refinement and comfort levels improved.Worse still though was the deletion of the electrifying 103kW 2.0-litre 3S-FE unit for the more pedestrian 99kW/194Nm 2.2-litre twin-cam 16-valve 5S-FE four-cylinder engine, which was a development of the old ST’s unit.Both coupe and hatchback variants were offered in SX trim.The five-speed manual-only, turbocharged, full-time four-wheel drive Celica GT-Four (ST185) of early 1990 was slightly longer and wider than the front-wheel drive SX models, and could top 230km/h.It introduced a turbocharged version of the old SX’s high-performance 2.0-litre engine (3S-GTE) – albeit at a hefty premium. Power and torque outputs were 150kW and 281Nm respectively. The 4WD system split torque between all wheels via a viscous coupled centre differential.From early ’91 a round of trim changes was incorporated in all Celicas, along with more standard equipment and new colours.The GT-Four gained ABS brakes.

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