Here was one I hadn’t come across in the flesh (metal, really) in quite a while; a late 1980s Toyota Cressida. In many markets, Toyota’s most luxury-oriented model at the time. A nameplate that got to a rather auspicious start with the 1976-1980 model, finding much buyer acceptance. Of course, Toyota was busy and ready to launch its high-guns Lexus program by the time the ’88-’92 Cressida showed up, so the moniker’s days were numbered. Still, when it came to the model’s quantifiable traits, it was leaving on a high note.
As previous posts have told in detail, Cressida was the export name for the Toyota Corona Mark II. From the start, the model took over the “Toyota Luxury” mantle with the withdrawal of the Crown from many markets. That early ’76-’80 Cressida carried lots of Euro-styling cues, which were soon shed away when Toyota adopted a clean-origami look across its lineup in the early 1980s. By the time the ’88 generation showed up, soft curves built on those origami cues, adding a sober and aero feel very in tune with the late ’80s.
The overall effect is clean and with its RWD format, it made for a rather sleek profile. Not that it’s awfully distinctive, but what else is new? By then Toyota had a knack for creating sober and inoffensive styling, which still conveyed the traits of the market segment it aimed to please.
Up close, aside from the ’80s-aero styling, details of attention and quality can be seen. Panel gaps are tight, surfaces are flush, and chrome details are tastefully applied. Toyota’s products were going for a high-quality feel at the time, stuff that can be sensed even today.
More attention to careful chrome accents can be seen upfront. A type of attention to detail that would become more apparent on Lexus products.
Of course, lesser Cressidas didn’t enjoy as many bits of discreet bling as today’s find does. But then again, this one carries the GLX package; close to peak Cressida hierarchy.
And from this angle, if anything, the car’s flush wheel skirts and spoiler showcase the Cressida’s JDM highway cruiser origins.
As the badge indicates, this Cressida carries Toyota’s 5M-E 2.8L inline six. Besides the 2.8, a mightier 24-valve DOHC 3.0L six was also available; Cressida’s top dog. Powerplants that should sound familiar to Supra fans, though understandably, slightly detuned for plusher Cressida-cruising. As with many things Toyota at the time, the mills were silky smooth, silent, and sophisticated.
Around this era the Camry was quickly becoming Toyota’s big American seller. Meanwhile, the Cressida appeared to have reached a ceiling selling in slower numbers than the previous generation. A mix of higher content and quality, plus the value of the rising Yen; once again proving that there were limits to the “Toyota as luxury cruiser” mission. Then again, Toyota was in the midst of prepping its Lexus assault. We know how that turned out.
But before then, the earlier Crowns and Cressidas provided a great training ground in the aspirational field. And if luxury badges don’t mean much to you, an old Cressida like this slightly battered survivor in San Salvador can serve the “Toyota luxury” part rather well.
Related CC reading:
Curbside Classics: 1986 & 1990 Toyota Cressida – The Ur-Lexus Of The Un-Lexus
CC Capsule: 1989 Toyota Cressida – I’d Take One Over The ES350
Almost looks like a distant derivative of the Accord. Accord and Taurus/Sable-styling of course, defining the segment.
An era when numerous manufacturers remained anchored to conservative styling, through their mainstream car lines. While bothering to tweak such unimportant details, like chromed door handles.
There were many metallic grey Tauruses, Accords, and Camrys. The neutral paint phenomena, has been around at least 40 years. After a brief hiatus in the 1990’s, and early 2000’s.
Those were beautiful cars. That entire era of Toyota was just such high quality, from these all the way down to a Tercel, nothing felt cheap.
I believe this probably a very reliable vehicle, but over years I often saw this car blowing out blue smoke despite it was an excellent Toyota product. Other car I noticed was Ford Crown Victoria with Ford overhead cam V8. Maybe some of readers could give the reason why Cressida burnt oil in such worst case.
Other thing is in my view the Crown Sedan now available is fit in the Original Cressida. For sure Crown is one scale up of Cressida in Japan.
You’re correct. I had a 1991 model many, many years ago. It was still in beautiful shape, but the white rear bumper was constantly coated in soot from the exhaust. So, I believe they did tend to blow dark smoke.
Both the 5M-GE and 7M-GE sixes have a reputation for valve seals going bad, leading to oil burning. They can leak oil as well, especially if the PCV valve is plugged up.
In Australia the later twincam 3.0 litre version with IRS was initially the journalist’s darling, enjoying glowing reviews in the motoring rags. However these particular Toyotas soon became known for blowing head gaskets, typically from around 60k miles upwards, no matter how well maintained.
Amusingly, the Chief Engineer of our largest motoring Mutual Organisation, the NRMA (National Roads and Motorists Association) purchased a 3.0 litre as his personal car, and blew 2 head gaskets!
The grill on this example is from the pre-facelift version 1989-90 at least here in the U.S.. Later models had the modern day three oval emblem still used to this day. Later models also got silver colored body moldings instead of black. They had different wheels as well.
These still look pretty good and you can definitely see the family resemblance with the early Lexus’. Is it fair to say the Avalon replaced this?
No, because the Mark II/Chaser/Cresta/Cressida cars continued in other markets. The FWD Avalon, which was essentially an enlarged Camry, was a new and separate product line, although it did sort of occupy a similar space in the U.S. market.
I bought an early 1991 one of these fairly cheaply in the early 2000’s. It was still a lovely comfortable and smooth car to drive. Unfortunately, as others have reported, despite being well looked after it blew the head gasket. I had it repaired but never seemed the same afterwards.
IIRC The 7M Toyota engine had the head bolts torqued to the incorrect spec from the factory. Then the factory repair manual also had the wrong spec listed for the head bolt torque.
Toyota does occasionally put out a turkey, but not very often. The v6 in the 88-94 pickups is another example. Tends to blow headgaskets, was pretty anemic and guzzled gas. Some people put 300,000 miles on them with zero issues. Others did not have such luck.