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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.

Mk1 LibertyOct 1989

Mk1 Liberty

Subaru’s first big car was the Legacy, a Toyota Camry-sized sedan and wagon available in either front-wheel or all-wheel drive guises, powered by the company’s distinctive 100kW 2.2-litre ‘boxer’ 16-valve four-cylinder engine.Renamed Liberty in Australia to appease the RSL, the new Subaru won big acclaim and sales here but struggled elsewhere.It initially arrived in LX sedan and GX guises, with only the latter wagon available with the full-time 4WD option at first.High demand prompted the release of the GX 4WD sedan in August ’90.By then all models featured air-conditioning and power steering.In October ’90 the luxury Heritage arrived with a sunroof, CD player and alloy wheels, while the wagon version was 4WD.All gearbox choices were either a five-speed manual or four-speed auto.

U12 Pintara (Mk8 Bluebird)Aug 1989

U12 Pintara (Mk8 Bluebird)

“Project Matilda”, Nissan Australia’s great gamble to take on the popular Toyota Camry, was such an unqualified failure – it even floundered as a rebadged Ford Corsair under a short-lived model-sharing agreement – that, as the front-wheel drive U12 Pintara, it contributed to the company’s withdrawal from local manufacture.Dated styling (it was launched overseas in 1987), inconsistent quality control and refinement issues were to blame.Two four-cylinder engines powered the four-door sedan and – from October ’90 – five-door hatchback variants.A revised CA20E 2.0-litre yielding 83kW of power and 160Nm of torque motivated the base GLi and fleet-chasing Executive models, while a new 96kW/189Nm 2.4-litre KA24E unit was found in the private-buyer focussed Pintara T and luxury Ti.In April ’90 the TR.X sedan was introduced with the latter motor to lure a younger demographic. It featured firmer suspension, a bodykit and viscous-coupling limited slip differential shared with the Ti.A minor update in December ’91 saw the range receive exterior and interior trim alterations.But buyers kept away as the recession bit hard, forcing ongoing price cuts.Nissan needed the excellent N14 Pulsar, also released in late ’91, to fire immediately if it was to continue making cars here.But despite glowing reviews, Pulsar sales were slow as punters baulked at its new higher price, since years of discounting degraded the brand.Nissan pulled the plug here in October ’92.

AE90/2 CorollaAug 1989

AE90/2 Corolla

A new generation (number six), three new body shapes (again in four-door sedan and five-door hatch and Seca liftback), new drivetrains and a new manufacturing site (Port Melbourne) marked more big changes to Toyota’s popular small car.Safety, refinement, comfort and quality all rose significantly, but so did weight.Three new twin-cam multi-valve engines were introduced – a 60kW 6A-FC 1.4 (SE, CS hatch manual only), 67kW carburettor 4A-FC 1.6 (SE auto, CS, CS-X) and 100kW 4A-GE fuel-injected 1.6 (SX manual) – coupled to a five-speed manual, three-speed auto or four-speed auto gearboxes.The SX also enjoyed bolstered seats, suspension and brakes.In March ’90 Toyota introduced a value-added model called the Spirit.This Corolla was also the first of the short-lived model-sharing cars with Holden, which unsuccessfully marketed it as the Nova.

N13 Series IIJul 1989

N13 Series II

Small changes to the grille, tail-lights, body ornamentation, cabin trim and colour palette marked out the rationalised N13 Series II Pulsar and Vector ranges.The GL hatch and new GL Vector sedan used the Holden 1.6, while all other variants were powered by the Holden 1.8.This was an ironic considering that by now Holden had dropped the Pulsar-based Astra for the less-successful Toyota Corolla-derived Nova.Meanwhile, the GXE disappeared as the sporty Q and SSS Vector gained the Viscous LSD feature.And in a definitive ‘80s move, Nissan introduced 200 Pulsar Reebok hatches in September ’90.Along with multiple badges promoting the briefly popular English footware fashion label, the Reebok also included sports seats and the 1.8-litre engine.The GX Sports was another limited edition model, released in early 1991.In fact, such activity, along with the image-destroying discounting that pervaded throughout this series’ lifespan, ended up undermining the excellent N14 model introduced in late 1991.

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