Toyota Mark II JZX90: common faults & what to check

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Everything below is narrowed to this variant. Pick a different one to change it.

1992–1997JZX90 Selected1992–1997JZX90Engine not documented for this generationEngine not documentedDocumented issues11 knownSee faults & what to checkPhoto: Mld61294 via Wikimedia Commons, CC BY-SA 4.0.

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.

• 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

  With a torch and mirror, inspect the inner wheel arch from underneath for crack propagation into the wheel arch reinforcement.

  See why

  Rear Chassis Stress Cracking at Coilover Conversion Mount Points

  The JZX90 and JZX100 Mark II are popular drift and performance platforms in New Zealand, and a high proportion of imported examples have been fitted with aftermarket coilover suspension kits. The factory rear upper shock mounting points in the boot floor and wheel well area were engineered for the original suspension loads and geometry. Poorly fitted top hats, incorrect spring rates, or extended hard use concentrate stress on the thin sheet metal around these mounts, causing cracking that can propagate into structural chassis rails. This fault is frequently concealed under boot liner or underbody coating at the time of sale.

  What you would notice

  • Creaking or groaning from the rear of the vehicle under load, over bumps, or during hard cornering
  • Visible cracking or distortion of the sheet metal around the rear upper shock mounting bolts when the boot liner is removed
  • Rear suspension geometry that appears uneven or one side sitting lower than the other despite matching spring rates
  • Handling instability or unpredictable rear-end behaviour under spirited driving

  Typically $600–$2,500 to put right.

• Common issue

  Turn wheel to full lock in both directions and observe for active weeping.

  See why

  Power Steering Rack Inner Seal Leak

  The hydraulic power steering rack on JZX-platform Mark II develops inner tie rod seal and rack end seal weeping with age, particularly on high-mileage imports. Fluid loss leads to heavier steering and pump whine as the reservoir runs low. Rack reseal or replacement is the only lasting fix; power steering fluid top-ups are a temporary measure that many sellers rely on before sale.

  What you would notice

  • Power steering fluid pooling beneath rack centre or gaiter ends
  • Groaning or whining from steering pump on low-speed manoeuvring or full lock
  • Steering noticeably heavier than expected, especially when cold
  • Low power steering fluid reservoir level

  Typically $400–$1,100 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