Toyota Mark II: common faults & what to check

Which Toyota Mark II are you looking at?

5 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Petrol

3 variants documented

2000–2008JZX1102000–2008JZX1102.0 petrolPetrolDocumented issues5 knownSee faults & what to checkPhoto: Kuha455405 via Wikimedia Commons, CC BY-SA 3.0.

2000–2008JZX1102000–2008JZX1102.5 petrolPetrolDocumented issues10 knownSee faults & what to checkPhoto: Kuha455405 via Wikimedia Commons, CC BY-SA 3.0.

2000–2008JZX1102000–2008JZX1102.5 turbo petrolPetrolDocumented issues10 knownSee faults & what to checkPhoto: Kuha455405 via Wikimedia Commons, CC BY-SA 3.0.

Engine not documented

2 variants documented

1992–1997JZX901992–1997JZX90Engine not documented for this generationEngine not documentedDocumented issues11 knownSee faults & what to checkPhoto: Mld61294 via Wikimedia Commons, CC BY-SA 4.0.

1996–2001JZX1001996–2001JZX100Engine not documented for this generationEngine not documentedDocumented issues11 knownSee faults & what to checkPhoto: TTTNIS via Wikimedia Commons, Public domain.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Toyota Mark II

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a Toyota Mark II before you hand over any money. Every documented fault is listed below, each with its own page.

• Serious issue

  With the suspension hanging, inspect the rubber boot on the ball joint for splits, tears, or missing grease.

  See why

  Front Lower Control Arm Ball Joint Wear

  The front lower control arm ball joints on JZX90 and JZX100 Mark II are a standard wear item that sees accelerated deterioration on New Zealand roads due to pot-hole stress and the age of imported examples. The ball joint boot splits with age, allowing grease to escape and water and grit to enter the joint. Once contaminated, the joint wears rapidly. At sufficient wear, the ball joint can separate entirely, causing sudden and complete loss of steering control — this is the single most common reason for WOF failure on these chassis in New Zealand.

  What you would notice

  • Clunking or knocking sound from the front suspension when traversing speed bumps, potholes, or rough surfaces
  • Loose or vague steering feel, particularly when changing direction at low speed
  • Uneven or accelerated front tyre wear on the inner or outer edge
  • Vehicle pulling to one side or requiring frequent steering corrections on straight roads

  Typically $280–$650 to put right.

• Serious issue

  Check belt tension with light finger pressure; a correctly tensioned belt should not deflect more than 10–15 mm.

  See why

  1JZ-GE Timing Belt Failure on Neglected Examples

  The 1JZ-GE 2.5-litre inline-six uses a rubber timing belt that Toyota specifies for replacement at 100,000 km intervals. On JZX90 examples imported into New Zealand with incomplete service histories, the belt is routinely found well beyond this interval. The engine is an interference design, meaning belt failure causes piston-to-valve contact and catastrophic internal damage. Oil contamination from a weeping valve cover gasket accelerates belt degradation significantly.

  What you would notice

  • Engine cranks but will not start — indicating belt has already jumped teeth or snapped
  • Ticking or light rattling from the timing cover area at idle, worsening when cold
  • Oily residue visible on the outer surface of the timing belt when cover is partially removed
  • Rough idle or misfires caused by ignition timing being thrown off by a stretched or skipped belt

  Typically $450–$5,500 to put right.

• Serious issue

  Remove timing cover inspection plug and check belt condition, tension, and idler pulley play.

  See why

  1JZ-GTE Timing Belt Failure and Turbo Oil Feed Seal Leak

  The 1JZ-GTE is an interference engine; belt failure causes piston-to-valve contact and catastrophic engine damage. The turbo oil return line O-ring and banjo bolt seals degrade with age and heat cycles, causing oil to pool in the turbo housing and burn at startup. Both faults are age-related and the majority of NZ-import JZX90/100 examples have no documented belt replacement history.

  What you would notice

  • Oil smoke at cold startup that clears after warming
  • Oil residue around turbo inlet and return hose
  • Engine ticking or rattling from timing cover area
  • No documented service history for belt replacement

  Typically $900–$2,800 to put right.

• Serious issue

  Spin the tensioner and idler pulleys by hand — any roughness, grinding, or play indicates bearing wear.

  See why

  Timing Belt Tensioner Pulley Bearing Collapse

  The 1JZ-GTE and 2JZ-GE engines fitted to JZX100 and JZX110 Mark II models use a rubber timing belt driven by a spring-loaded hydraulic tensioner and a fixed idler pulley. The tensioner pulley bearing and idler pulley bearing are known to fatigue and collapse — particularly on vehicles where the original belt has not been replaced at the Toyota-specified 100,000 km interval. Bearing collapse causes the belt to skip teeth or jump off entirely, resulting in catastrophic piston-to-valve contact on the interference-design engine. Imported JZX100 examples often arrive in New Zealand at 100,000–180,000 km with no evidence of belt service history.

  What you would notice

  • Rattling or chirping noise from front of engine at startup
  • Squealing belt noise under load
  • Engine suddenly stalls and will not restart
  • Complete engine destruction if belt jumps on interference engine
  • Timing belt warning light (where fitted) or service interval overdue

  Typically $900–$2,400 to put right.

• Costly issue

  Attempt to move each arm in the plane of its pivot by hand to feel for bush play or slop.

  See why

  JZX90 rear multi-link lower arm bush deterioration

  The JZX90 uses a complex rear multi-link independent suspension system with multiple rubber pivot bushes per side. The lower lateral arm inner and outer bushes are prone to cracking and deformation after 25 or more years of service, causing toe and camber geometry to shift dynamically under cornering and braking loads. Rear handling becomes vague or unpredictable during cornering and motorway lane changes. The deterioration is gradual and owners frequently adapt to the degraded feel without realising how far the geometry has shifted from specification.

  What you would notice

  • Vague or wandering rear-end feel during cornering or motorway lane changes at speed
  • Rear end steps out unexpectedly under moderate cornering loads
  • Knocking or clunking from rear suspension over sharp bumps or road imperfections
  • Uneven rear tyre wear on inner or outer edges indicating geometric drift

  Typically $600–$1,800 to put right.

• Costly issue

  Check ATF colour, level, and smell on dipstick.

  See why

  A341E/A340E solenoid wear & clutch pack slip

  The four-speed A341E (JZX100) and A340E automatics use shift solenoids (S1/S2/S3) and a linear solenoid for line pressure control. Over time and with infrequent ATF changes, varnish deposits cause solenoid plungers to stick or develop inconsistent travel, producing erratic shift timing. Simultaneously, clutch pack clearances grow as friction material wears; low ATF pressure from a sticky linear solenoid fails to apply the clutches firmly, causing slip under load. Third-to-fourth shift is typically the first to show slip. The accumulator pistons also develop O-ring weep, dropping apply pressure. Fluid degradation accelerates all wear mechanisms — many JZX100 units still run original ATF at 150,000+ km.

  What you would notice

  • Flare or slip between 3rd and 4th gear under moderate throttle
  • Harsh or delayed upshifts when cold
  • Transmission hunting between gears on light throttle
  • Check engine light with codes P0750-P0755 (shift solenoid) or P0743
  • ATF smells burnt or is dark brown rather than red

  Typically $2,200–$6,500 to put right.

Toyota Mark II service schedule

What falls due, and at what distance, for each generation of the Toyota Mark II. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

What these repairs cost on other cars

Some of the Toyota Mark II’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

• Cambelt Replacement Cost
• Timing Chain Replacement Cost
• Head Gasket Repair Cost
• Turbo Repair and Replacement Cost

Other Toyota models