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Lexus LFA

The Lexus LFA is a two-seat exotic sports coupe produced by Lexus as a concept car, "halo" vehicle, racing prototype, and production model.[1] It is the second model in the F marque line of performance vehicles from Lexus, following the IS F. Three concept versions have been shown, each debuting at the North American International Auto Show with the LF-A designation as part of the LF Series concept line. The first LF-A concept premiered in 2005, followed in 2007 by a second LF-A with a more completely furnished interior and exterior. The third version of the LF-A, a roadster model, premiered in 2008. The production model, trademarked LFA,[2] was shown at the Tokyo Motor Show in October 2009.[3]

The production Lexus LFA features a new V10 engine and a carbon fiber-reinforced polymer (CFRP) body. CFRP materials account for 65 percent of the LFA's body composition by mass.[4] The LFA is scheduled to go into production in late 2010, with a projected run of 500 vehicles at an estimated base price of $US350,000-375,000.[5][6] A circuit-tuned variant is scheduled for 2012.

Development

2000–2004
In February 2000 the LF-A began development as a supercar project codenamed P280, which was intended to showcase the performance capabilities of Toyota Motor Corporation and its Lexus marque.[8][9] The first prototype was completed during June 2003. Prototypes of the LF-A were spotted regularly undergoing testing at Nürburgring since October 2004,[10] the famous motorsport race track in Nürburg, Germany.[11] Numerous test vehicles had been equipped with automatic retractable rear wings, and carbon ceramic brake discs.[12]

In January 2005, the first LF-A concept premiered at the North American International Auto Show in Detroit, Michigan as a design study with no plans for production. The first LF-A concept had an overall length of 173.2 inches (4,400 mm), five inches shorter than the Porsche 911 Turbo (996) while its wheelbase measured 101.6 inches (2,580 mm), or about nine inches longer.[13] The first LF-A was nearly 48 inches (1,200 mm) in height about equal to the Ferrari F430 with a width of 73.2 in (1,859 mm).[13] The concept name referred to Lexus Future-Advance.[14] The concept featured a glass roof and side cameras mounted in the side mirrors. Twin rear radiators were installed behind the rear wheels, and visible behind large screens. The rear bumper featured a triple exhaust placed in an inverted triangle formation. The wheels were shaped like turbines, and air-scoops were placed on the C-pilllars.[13] The overall design was the work of car stylists led by Lexus Design general manager Kengo Matsumoto.[9]

Following enthusiastic public reaction for the LF-A concept on the autoshow circuit, development continued with a greater emphasis on a possible production model.[15] The LF-A was reported to draw engineering resources from Formula One race car development, with Toyota along with Ferrari being the only companies producing their own F1 engines and chassis designs.[9] Concurrently, Lexus was preparing for the launch of its long-rumored F marque series of performance vehicles, with a production LF-A being a possible future member of this lineup. Reports in 2006 suggested that the LF-A concept car had received the green-light for production,[16] however these reports were not officially confirmed.[17] Development time was lengthened by the switch from an aluminum frame to a carbon fiber tub, the result of engineering efforts aimed at improving the LF-A's power-to-weight ratio.[8
In January 2007, a restyled LF-A concept car premiered alongside the first production F marque vehicle, the IS F sports sedan. The second LF-A concept featured a more aerodynamic exterior, a near-production interior, and F marque emblems. Later that year, Lexus GB director Steve Settle indicated plans for a V10 and hybrid version of the LF-A.[18] The hybrid version, combining a petrol engine with electric motors, would likely feature a V8 powertrain similar to that designed for the Lexus LS 600h L. LF-A test mules continued to be spotted at the Nürburgring, including early models with a large, fixed rear wing.[15] In December 2007, Auto Express reported that the LF-A had set an unofficial 7:24 lap record at the Nürburgring
In January 2008, Lexus displayed a roadster version of the LF-A concept car designated LF-A Roadster or LF-AR at the North American International Auto Show. Initial specifications for the roadster were a V10 engine under 5.0 L with over 500 hp (373 kW) and a top speed of over 200 mph (320 km/h).[21] Automotive photographers capturing the LF-A in various test guises had photographed a disguised drop-top test model, dubbed LF-A Spyder, on the Nürburgring as early as October 2005.[22] After its debut at the 2008 North American International Auto Show, the LF-A Roadster was also shown at the 2008 Pebble Beach Concours d'Elegance, the 2008 Geneva Motor Show, the United States Open Championship tournament, and at Lexus exhibits in Japan. Media reports uncovered a LFA trademark filing in December 2008, with the concept LF-A name dropping its hyphen to become LFA for the production model.
The second LF-A concepts had an overall length of 175.6 inches (4,460 mm), and a wheelbase of 102.3 inches (2,600 mm); height remained the same as the prior concept, while width grew to 74.6 inches (1,890 mm).[23] While the original LF-A had been strictly a concept model, the second concept's design reflecting engineering analysis for possible production.[24] Revised styling and improved aerodynamics were aimed at improving the coupe's overall top speed.[24] The reshaped exterior featured smoother lines with additional detailing, and more curved surfaces. The aft radiator cooling vents were retained, but integrated into the rear fascia, and the lower side and front air intakes were restyled, along with the forward fascia and headlamps.[15] The second LF-A concept and accompanying LF-A Roadster were also equipped with a retractable rear wing for improved handling at speed and a two-seat interior with a two-tone color scheme.
On August 5, 2009, Toyota's new CEO, Akio Toyoda, publicly confirmed production of the LF-A in his speech at a conference held at the Center for Automotive Research in the United States.[25] The production vehicles were expected to carry V10 engines,[26][27] putting the car in market competition with the Lamborghini Gallardo, Ferrari F430, the Porsche 911 (997), and the Chevrolet Corvette C6 ZR1. Pricing was estimated at over $225,000,[28] and close to $400,000.[29] In the same month, reports surfaced that coupe would be released as the LF-L to signify its appearances at Le Mans and to draw on its pre-production racing development.[30] Other possible names floated in the automotive press included the Lexus GT-F,[31] and Lexus SS550.[32] In September 2009, reports in Japanese automotive magazines indicated that the 4.8 L V10 engine for the LF-A would carry a 1LR designation.[33] A report in Evo in 2009 also indicated that the LF-A V10 engine was being considered for use in the upcoming Lotus Esprit
On October 21, 2009, the production Lexus LFA was unveiled on the first press day of the 41st biennial Tokyo Motor Show.[6] The vehicle was introduced by Akio Toyoda at a press conference, in which it was disclosed that the vehicle would be limited to 500 production copies. The vehicle carried the same designation as the concepts, LFA, but without the hyphen. The production designation reportedly stood for Lexus F-Series Apex.[35] The LFA was shown as the final vehicle of the press conference, following the LF-Ch hybrid concept. Pricing details at the show was estimated at $375,000.[6] Chief Engineer Haruhiko Tanahashi mentioned during the world's press at the Nürburgring in Germany that the LFA has lapped the Nürburgring Nordschleife in "better than 7 minutes 20 seconds", although no further specifics were given to the record lap. [36]

The production announcement for the LFA supercar marked the 20th anniversary of the launch of Lexus.[37] Given the high cost of construction and limited production, analysts do not expect LFA sales to be profitable.[6] However, the coupe is intended to serve as a testbed for new car technologies, including carbon fiber mass-production, and related performance vehicle development.[38] At its debut, a circuit-ready model was also indicated for 2012 release.

Engine

The Lexus LFA is powered by a 72° 4.8-liter V10 engine equipped with dual VVT-i carrying the 1LR-GUE designation with a maximum output of 560 PS (412 kW) delivered at 8,700 rpm. Its maximum torque output of 354 lb·ft (480 N·m) arrives at 6,800 rpm, 90 percent of which is available from 3,700 rpm. The engine redlines at 9,000 rpm, but with a fuel cutoff set at 9,500 rpm,[46] and is constructed using forged aluminum pistons, forged titanium connecting rods, and solid titanium valves. Dry sump lubrication prevents engine oil starvation through high speed corners and lowers the engine's center of mass. Air is fed directly from beneath the hood through a visible slit passing into a dual stage variable intake manifold and then into ten individual throttle bodies before finally exiting from a dual stage titanium muffler.

The LFA's engineers attempted to make the engine sound like that of a Formula One car with high revs, while at the same time maintaining typical Lexus reliability and vibration control. By selecting a V10 engine over an equivalent displacement V8 engine, reciprocating mass is reduced, allowing for more rapid engine response. Lexus claims their engine can rev from idle to its redline in 0.6 seconds and an analog tachometer needle could not accurately track the LFA's changes in engine speeds. This necessitated the use of digital tachometer which can instantly display engine speed.[47] The engine reportedly weighs less than the manufacturer's own 3.5-liter 2GR-FE V6 engine.

The powerplant gives the LFA a power-to-weight ratio of 5.9 lb/hp and enables it to reach a top speed of around 202 mph (325 km/h).[48] Like the IS F Yamaha co-developed the engine cylinder heads. The engine exceeds Euro V emissions. The engine is installed with a front mid-engine placement.[49] According to Chief Engineer Haruhiko Tanahashi a front engine layout was selected instead of a mid engine layout as it is inherently more forgiving dynamically, affording less experienced drivers a wider safety net

Transmission

The gearbox itself is a six-speed Automated Sequential Gearbox (electrohydraulic transmission) operated with paddle-shifters developed and constructed in-house by Toyota. The driver can select from four settings, auto, normal, sport and wet. In the sport mode, the manufacturer quotes minimum upshift times of 200 ms. According to Tanahashi a dual-clutch transmission was tested but the design team felt gear changes were overly smooth, resembling that of a traditional automatic and they preferred more abrupt and mechanically engaging shifts. However the auto mode and low speed performance suffer as a result.[51] A Torsen limited slip differential is also applied on the LFA,[3] and a launch control system is available.[42] The transmission gear ratios are as follows

Chassis

The Lexus LFA's frame is made from an in-house designed and manufactured carbon fiber-reinforced polymer (CFRP) center monocoque with aluminum front and rear subframes. The subframes, which can be removed and replaced minimizing potential repair costs, are joined to the monocoque using a newly developed aluminum flanged collar designed to create a stronger joint.[3] According to the manufacturer, the quality of the CRFP material matches that of aeronautical grades and is weaved by a laser monitored circular loom, one of only two in the world.[38] Overall 65% of the vehicle's total body mass is CFRP material while the remaining 35% is aluminum.[4] Manufacturer data indicates that the use of CFRP saves 100 kg (220 lbs) over equivalent aluminum materials.

An electric power steering rack with a 14.3:1 gear ratio is used. The front suspension utilizes a double-wishbone arrangement and there is a multi-link arrangement at the rear with coil-over dampers at all wheels. The dampers are a monotube design, each with a remote fluid reservoir that includes an expanding and contracting bellows, this is a purely mechanical system. The LFA further features six-piston front and four-piston rear Brembo monobloc brake calipers with 390 mm (15.4 in) front and 360 mm (14.2 in) rear carbon ceramic discs controlled by Toyota's Electronically Controlled Brake brake-by-wire system. Forged 20-inch BBS wheels fitted with 265 mm (10.4 in) front and 305 mm (12.0 in) rear Bridgestone next-generation Pontenza tires are standard
To maintain a near ideal weight distribution, a rear transaxle is used, in addition to the mounting of the fuel tank ahead of the rear axle and the radiators at the rear. The windshield washer fluid reservoir is mounted in the center next to the fuel tank to improve further the center of weight. Overall 48% of the LFA's mass is distributed along the front wheels with 52% at the rear.[53] The 73 liter fuel tank itself saddles the exhaust system keeping weight centered along the left-right axis. The engine is connected to the transaxle via a rigid carbon-fiber torque tube which the exhaust system runs directly below.[3] This stacked driveshaft and exhaust arrangement decreases the width of the center tunnel allowing for

Toyota Camry

The Toyota Camry is a mid-size car, formerly a compact car manufactured by Toyota since 1980. The name "Camry" is an Anglicized phonetic transcription of the Japanese word kanmuri (冠, かんむり), meaning "crown".[1] This follows Toyota's naming tradition of using the crown name for primary models starting with the Toyota Crown in 1955, continuing with the Toyota Corona and Corolla; the Latin words for "crown" and "small crown", respectively.[2] "Camry" is also an anagram for "my car".[3]

In the United States, the Camry has been regularly the best selling car for the last decade, but has been outsold in some years. The Camry also sells very well in Australia, Canada, and a number of Asian markets—in particular Cambodia where the vast majority of cars are Camrys.[4] Due to their comfort-tuned suspensions, most models of the Camry are regarded as less sporty than rival vehicles,[5] with the exception of sports-oriented versions.[5] Despite its international success, it has not sold as well in Europe, where sales ended in 2004,[6] and the Avensis became the flagship model in 2002.[7]

For the East and Southeast Asian markets, high specification Camry models are seen as executive cars. Since the sixth generation model, the Camrys sold in these markets have sported revised front- and rear-end treatment. For the seventh generation, the same was done, although the Australian-designed Toyota Aurion which is based on the seventh generation Camry was the donor model. The Aurion features revised front- and rear-end treatment and changes to the interior, but is fitted with the same powertrains. An up-branded luxury version of the Camry was sold in Japan as the Toyota Windom until 2006; the related Lexus ES shares major chassis and drivetrain components with the Camry.

Celica Camry (A40, A50; 1980–1982)

Originally launched as the Toyota Celica Camry in January 1980 for the Japanese home market, this model was essentially a second-generation Toyota Carina with updated body-styling and a front-end that resembled a 1978 Toyota Celica XX, known as the Celica Supra in export markets.

The car was based on the rear-wheel drive Celica and was powered by either a 1.6 litre 12T-U engine producing 65 kW (87 hp) JIS and 128 N·m (94 ft·lbf) or a 1.8 litre 13T-U engine producing 70 kW (94 hp) and 147 N·m (108 ft·lbf). Towards the end of its model lifecycle, Toyota introduced a sports version of the Celica Camry equipped with the 16-valve double overhead camshaft 2.0 litre engine from the Celica producing 72 kW (97 hp). This is the most sought-after version of the Celica Camry in the secondhand market today.

Although it has an identical 2,500 mm (98 in) wheelbase to the Celica, the Corona, and the Carina, it is longer than the Carina but shorter than both the Corona and Celica. During its model cycle, over 100,000 units were sold in Japan. The Celica Camry was also exported to a number of markets using the Carina's name, and it replaced the second-generation Carina in these markets.

Other Japanese car makers offered the Nissan Stanza and the Honda Accord around the same time.

First generation (SV10, CV10; 1982–1986)

In 1982, the Camry became an independent model line, and was sold as a compact four-door sedan and five-door hatchback. There were limited exports, predominantly to right-hand-drive markets. At this point, Camry was positioned above the Carina and Corona, two other mid-sized models made by Toyota. A twin was announced at this point: the Toyota Vista.

The design of the first generation Camry fit well within the box-shaped trends of the early 1980s. Additionally, the vehicle size and available options were characteristic of Japanese-designed cars of the time; the Camry was a compact sedan, with a solid but spartan construction and competed indirectly against larger American counterparts.
In North America, the Camry was available with a 68 kW (91 hp) SAE 2.0 litre 2S-ELC engine, 1.8 litre 1C-TLC or a 55 kW (74 hp) 2.0 litre 2C-TLC turbodiesel engine. Either a four-door sedan or five-door hatchback body style could be specified, and could be purchased with either a five-speed manual transmission or a four-speed A140E automatic. In contrast to the rear-wheel drive Celica Camry, the Toyota Camry was a front-wheel drive vehicle built on an all-new platform. In Australia, only the petrol-fueled hatchback was sold. The United Kingdom, and much of Continental Europe got the sedan and hatchback versions: these were available in 1.8 litre GLi or 2.0 litre GLi trim levels. A 2.0 litre GLD turbodiesel was also offered, but this is rare nowadays.

Second generation (SV20, VZV20; 1986–1990)

The second generation model debuted in 1986, this time including a station wagon while dropping the hatchback body style. At this point, it was still regarded as a compact car. In 1988, an all-wheel drive system dubbed All-Trac was introduced and a 2.5 litre 118 kW (158 hp) JIS V6 engine were added as options for the first time. The V6 was fuel-injected with 24 valves, and dual overhead camshafts, much like the upgraded 96 kW (129 hp) JIS four-cylinder engine. In Japan there was a GT model using the older 3S-GE engine as used on the Celica. This particular model also had a factory strut brace similar to an AE92 Corolla and rode on the V6 model's 15 inch alloy wheels. This particular model also had an electronic instrument cluster.
In 1987, Toyota Australia began producing these second generation Camrys in Altona, Victoria, Australia. In fact, it was the first Camry ever made outside of Japan. A 1.8 litre four-cylinder engine rated at 64 kW (86 hp) was standard on the base model, while a twin-cam, multi-valve 2.0 litre straight-four engine and five-speed manual transmission was available on all others. A four-speed overdrive automatic was made optional. All models bar the Ultima had a two-barrel carburettor version of the engine (3S-FC); the Ultima featured an electronic fuel injected (EFI) version of the same (3S-FE). The base engine produced 82 kilowatts (110 hp) and 166 newton metres (122 ft·lbf) of torque, with 88 kilowatts (118 hp) and 171 newton metres (126 ft·lbf) for the EFI version. In 1988, a 2.5 litre V6 was introduced. The V6 sat the very top of the range, and was the only model to be imported from Japan. Due to its positioning in the line-up, and the high import duty it attracted, it was very expensive, and only sold in small numbers. In 1989, the 1.8 litre engine was dropped, and was replaced with the 2.0 litre carburettored engine, until early 1991, when the EFI version of was made standard. This was the result of the introduction of more stringent emission standards in Australia.

Toyota Motor Manufacturing Kentucky, the first wholly-owned U.S. Toyota plant, began producing Camrys in 1988, where three trim levels of the second generation Camry were made: the unbadged base model, the DX, and the LE. The 2.5 litre engine and Camry chassis was repackaged as the upscale Lexus ES 250. The ES 250 was essentially the Japanese-market Camry hardtop. In 1991, anti-lock brakes became optional on the V6, LE, and station wagon models. These second generation models were extremely popular in the United States and it is not at all uncommon to see examples on American roads, even to this day more than two decades after production. The Nissan competitor Stanza was replaced by the Nissan Cefiro in Japan, and the Nissan Altima in North America.

Third generation

The third generation Camry (SV30) was introduced exclusively to the Japanese market in July 1990. A widened version of this model was also sold in Japan as the Toyota Scepter. The Scepter incorporated unique front- and rear-end styling, with the side doors and many other sheet metal and mechanical components interchangeable between the two cars. Outside of Japan, the Scepter was known as the Camry (SXV10/VCV10/MCV10). These generation classification are for the Japanese market Camry.

For the 1991 model year, a four wheel steering version of the japanese Camry was sold with a 2.0 L V6 engine, with the name Toyota Camry V6 PROMINENT 4WS, and chassis code E-VZV31.[8]

An updated model appeared in July 1992. The scope of changes ranged from a new, larger grille and a revised air conditioning unit. At the same time the ZX touring package appeared in place of GT.

In 1990, Toyota replaced the compact SV20 Camry with an all-new SV30 series exclusive to Japan. While marginally larger than the SV20, the SV30 had to comply with Japanese tax legislation which restricted the car's width to 1,700 millimetres (67 in) and length to 4,700 millimetres (190 in). Particularly in the United States, this narrower model would not generate enough sales, as proved by its SV20 Camry forbear. As a result, a "wide-body" Camry was designed, known as the Toyota Scepter. This came to be known as the Camry (SXV10, VCV10, MCV10) in all markets outside of Japan; Japan was the only market to receive the narrower SV30 model. The smaller Camry varied in other areas besides the size. Although the underpinnings, doors and fenders, and overall basic design cues were common between the two cars, the smaller Camry sported harder, more angular front- and rear-end treatment, with the Scepter presenting a more curvaceous silhouette. This was a departure from the second generation Camry models which, although they had many more rounded panels than the first generation, were nevertheless generally slab-sided in shape.

The Japanese market received a new SV40 series Camry in 1994, yet the Scepter lived on until 1996, skipping a generation before being replaced by the SXV20 Camry globally. This new model ceased the era of separate Camrys—a global Camry—and a smaller Japanese domestic market version. In Japan, the smaller Vista took up the former SV40 Camry role from 1998.

The Camry/Scepter (SXV10, VCV10, MCV10) offered a 2.2 litre 5S-FE inline-four engine, up from 2.0 litres in the V20 and SV30 Camrys. This unit produced 97 kilowatts (130 hp) of power and 197 newton metres (145 ft·lbf) of torque, although the figures varied slightly depending on the market.[9] Power and displacement increases were also received for the V6 engine. The 3.0 litre 3VZ-FE unit was rated at 138 kilowatts (185 hp) and 264 newton metres (195 ft·lbf).[9] An all-new aluminium 1MZ-FE V6 debuted in North American models from 1994, with other markets soon following, except for Japan which retained the 3VZ-FE V6. Power and torque rose to 140 kilowatts (190 hp) and 275 newton metres (203 ft·lbf), respectively.[9][10]

A two-door Camry coupé was added to compete with the Honda Accord coupé. However, the Camry Coupé was never popular and was dropped in 1997. A two-door Camry would not be reintroduced until 1999, with the Toyota Camry Solara.

Fourth generation (SV40; 1994–1998)

The Camry SV40 appeared in July 1994 exclusively for the Japanese market. Engines for the SV40 comprised of a 1.8 litre (4S-FE type) and 2.0 litre (3S-FE type), and a 2.2 litre turbodiesel (3C-T type). At launch only the 2.0 litre model was available in all-wheel drive mode, although afterwards the 2.2 litre turbodiesel could be optioned with this system.

Toyota updated the SV40 in June 1996. In the update anti-lock brakes and dual air bags became standard equipment. After 1998, the Japanese market Camry and international Camry became in-line with each other, with the Toyota Vista taking over the SV30 and SV40 Camry roles.

Fifth generation (SXV20, MCV20; 1996–2001)

The fifth generation Camry was launched in Japan in December 1996. It continued as a sedan and station wagon (called the Camry Gracia in Japan), though the latter model was not sold in the United States. This generation was launched in the U.S. for the 1997 model year.

In 2000, the sedan models received a mid-model upgrade to the front and rear fascias, but remained otherwise similar to the 1997 to 1999 models. A coupe was added in 1999, and then a convertible form in 2000. In contrast to the coupe from the third generation Camrys, the new two-door cars were given a separate nameplate Camry Solara, or simply Solara. They were also a significant styling departure from the sedan. The Solara was available in SE and SLE trims, corresponding roughly to the sedan's LE and XLE trims.

In the United States, the Camry SE was dropped and the base model was renamed the CE for the 1997 model year. Both the LE(Limited Edition) and the XLE trims were carried over from the previous generation. All trim levels were available with either the 2.2 L I4 or the 3.0 L V6 engine except the Solara SLE, which was only available with the V6. TRD offered a supercharger kit for 1997-2000 V6 models raising power to 247 hp (184 kW) and 242 lb·ft (328 N·m) of torque.

Power was increased slightly to 133 hp (99 kW) SAE for the 5S-FE 2.2 L I4 and 194 hp (145 kW) SAE for the 1MZ-FE V6. Manual transmissions (model: S51) were only available on the CE trim level, LE V6, and any Solara model.

Sixth generation (ACV30, MCV30; 2001–2006)

In September 2001, the 2002 model year Toyota Camry was released as a larger sedan (taking styling cues from the successful Vitz, Corolla, and Solara), but without a station wagon for the first time. Due to station wagons losing popularity to minivan and crossover SUVs, the Camry wagon was replaced by the Sienna minivan (North America only) and the Highlander SUV, both vehicles utilizing the Camry's platform.

Camry Solara

Until the 2003 model year, the Camry Solara remained on the sixth generation chassis, and received only minor styling upgrades to the front and rear ends. However, the Solara did receive the same 2.4-liter 2AZ-FE I4 engine that was available on the Camry sedan.

Seventh generation (ACV40, GSV40; 2006–present)

The seventh generation Camry was introduced at the 2006 North American International Auto Show alongside a hybrid version and went on sale in March 2006 for the 2007 model year. Toyota completely redesigned the Camry giving it a sleeker design. Toyota normally begins selling the Camry in September but cut the previous model's lifespan to 4.5 years instead of 5 years.
Power comes from a choice of four and six-cylinder engines.For 2010, power is increased to 169, verses the 158 from 2007 to 2009.Power locks,stability control,and traction control were made standard for 2010 also. The 2.4 L 2AZ-FE I4 engine was carried over and produced 158 horsepower (118 kW). It came with a five-speed manual or five-speed automatic. The 3.5 L 2GR-FE V6 in contrast came with a new six-speed automatic and produces 268 horsepower (200 kW).[11] The Camry was facelifted for the 2010 model year with a redesigned fascia, taillights, and an all-new 2.5-liter 2AR-FE 4-cylinder engine with new 6-speed transmissions.

Camry Hybrid

The seventh-generation Toyota Camry is the first generation in which the Camry has been available as a gasoline/electric hybrid. The Camry Hybrid utilizes Toyota’s second generation Hybrid Synergy Drive and a 2AZ-FXE 4-cylinder with 147 horsepower (110 kW) in conjunction with a 40 hp (30 kW) electric motor for a combined output of 187 horsepower (139 kW).[12] The Camry became the third Toyota model sold in America to be offered as a hybrid after the Prius and the Highlander Hybrid.

Toyota Aurion

The Toyota Aurion, (pronounced or-ree-on) is a mid-size car produced by Toyota in Australia and parts of Asia since 2006. The Aurion, given the model designation GSV40R,[1] is essentially a Toyota Camry (GSV40) with revised front- and rear-end treatment, along with changes to the interior. The Camry-based Aurion is also sold in the majority of East and Southeast Asia as the Toyota Camry, with the original version of the Camry sold alongside the Aurion in Australasia and the Middle East. In the previous two markets, the car replaces the Avalon model, which can trace its roots back to the early 1990s.

In the Australasian and Middle Eastern markets, to further differentiate the Aurion from its Camry sibling, Toyota equips the Aurion exclusively with a 3.5 litre V6 engine. With the Camry, only the 2.4 litre four-cylinder model is offered.[2][3] Previously in these markets, prior to the introduction of the Camry (ACV40/GSV40), Toyota had offered both four- and a six-cylinder powerplants.[4] Along with the naturally-aspirated version, Toyota also produced an Australia-only supercharged TRD Aurion between 2007 and 2009. Tuned by Toyota Racing Development (TRD), this performance variant was at its release claimed to be the world's most powerful front-wheel drive car.[5]

The powertrains used in the Asian specification Camry vary slightly from those of the Aurion. As well as the 3.5 litre V6, two four-cylinder engines are offered in either 2.0 litre or a 2.4 litre form. These engines are mated with a six-, four- and five-speed automatic transmissions respectively.[6]

History of development

Before the official unveiling of the Toyota Aurion at the 2006 Melbourne International Motor Show on 9 February 2006, Toyota Australia manufactured the full-size Avalon model at its Altona plant in Melbourne until June 2005.[7] Production of the Avalon had commenced in 2000, and had taken much of its basic design and mechanical features from the then six-year-old Avalon model designed in the United States.[8] The Avalon was offered as a larger, more upmarket car than the Toyota Camry, which it was built alongside.[9] The original sales predictions were not met, with the Avalon failing to challenge rivals such as the Holden Commodore and the Ford Falcon. The reasoning behind this has been widely attributed to the Avalon's older design and styling,[10] which has been widely described as "bland",[11][11] as well as the front-wheel drive configuration and small engine displacement.[11] In its best year, the Avalon only managed to reach half of Toyota's projected sales target,[7] with many potential buyers opting for the slightly smaller sized V6 Camry,[11] featuring the same engine as the Avalon.[12]Toyota, discovering that the Australian public wanted something that was Australian and modern, began working on the Aurion in 2003. The development kick-started when Nick Hogios left Ford Australia and joined Toyota, working in Japan on the design of the Aurion. Hogios became the chief designer of the car. He previously worked on designing the XR performance models of the Ford BA Falcon, and claims that the Aurion follows the traits of current Australian styling, with a tendency to look towards European designs for inspiration. The Aurion is marketed as a new model designed for Australians.[13]

Paul Beranger was the head of Toyota Styling Australia, a team that had regular discussions with Toyota Japan to work out how the car would eventually turn out. Being the first time that Toyota Australia had designed its own car, it took Toyota Styling Australia some time to convince Toyota Japan that the Australian division could indeed design and make the Aurion. Successful concept designs, notably the Sportivo Coupe and Avalon X-Runner coupé utility helped convince Toyota Japan to allow the project to be undertaken.[7]

On 9 February 2006 Toyota Australia unveiled the Aurion alongside the Aurion Sportivo concept at the Melbourne International Motor Show at an official press release. Toyota dropped the Avalon tag for their new large car, as it had gained a reputation to be an uninspiring car, both in flesh and to drive. Toyota made use of the Aurion name to give the car a fresh start.[14] Aurion means "tomorrow" in Ancient Greek, and Aurora translates to "the dawn" in Latin. This gives implications of a completely new car and ties in with Toyota's advertising slogan, "Can't wait for tomorrow".[14] The name was chosen after consumer research on more than 30 potential names.[15]

Safety

Safety was a key aspect in the development of the Aurion. All safety features are standard across the entire range and there are no optional safety devices. Features such as dual front, side and curtain airbags, traction control, brake assist, electronic brakeforce distribution and Vehicle Stability Control come standard. In tests conducted by Australasian New Car Assessment Program (ANCAP), the base model scored a four-star rating, with 30.03 out of 37 points.[22] Toyota caused controversy by not providing a third test vehicle for ANCAP to use for the optional "side-pole impact test". This third test, allows tested vehicles to be eligible for a five star rating if the initial score is high enough. Toyota cited the additional expense of AU$75,000–$100,000 including the car as being unjustifiable, and that they did not agree with the nature of the pole test. The scores given without the optional test indicate that the maximum two points that could have been earned would have being slightly less than needed to give the Aurion a five star rating anyway.[23] Due to Toyota's decision to fit a driver and front passenger seat belt reminder, along with their decision to fund the optional pole test, the Aurion's safety rating was upgraded to a full five stars from August 2009 production, with a score of 33.03 out of 37.[24][25]

TRD Aurion

Toyota unveiled the Aurion Sports Concept at the 2006 Australian International Motor Show, held in Sydney.[44] The AU$8 million concept car was a styling exercise previewing the TRD Aurion, which was subsequently released in August 2007.[45] TRD’s first experiment with supercharger technology was with the Toyota Camry-based 2005 TS-01 concept.[46]

The project's exterior design manager was Lee Moran, a former Ford Australia designer. He was chosen by Toyota Styling Australia chief Paul Berninger in 2005. One of Moran’s focuses was to reduce the size of the grille and add emphasis to the front bumper line below it. This was done so the car had more of a Formula One oriented look. In the Toyota wind tunnel in Japan, the vehicle's drag coefficient was confirmed at 0.30, meaning that the car would operate better aerodynamically than its non-TRD variants.[45] The TRD also features bold exterior additions that differentiate it with the standard Aurion range, such as exhaust pipes integrated into the bumper, tinted taillight lenses, and a unique bodykit.[47] Along with the supercharged 3.5 litre V6 engine outputting 241 kilowatts (323 hp) of power and 400 newton metres (300 ft·lbf) of torque, the TRD also incorporates an upgraded suspension system and tyres over the standard Aurion models to improve car handling.[28]

Toyota Australia planned to sell 50–70 TRD Aurion units per month with the majority of the sales coming from Australia.[45] However, the project was unsuccessful, and as of 31 March 2009, TRD Australia halted production of the Aurion TRD (and TRD Hilux), and the division was shut down.[48] When available, the range comprised two variants, the 3500S and 3500SL. The former features performance mufflers, 19 inch alloy wheels, red alcantara leather seats with black alcantara fabric bolsters and other high performance upgrades.[49] The range-topping 3500SL adds clearance and reverse parking sensors, dual-zone climate control air conditioning, a colour-coded transmission selection lever, and an eight-way adjustable driver's seat.[50] Furthermore, the SL gains an aluminium rear bumper reinforcement addition, and is the first production car in the world to use the Eaton twin-vortices supercharger. This substantially reduces engine noise while bringing gains to power and torque.[51]

2009 update

Toyota of Thailand unveiled a reworked version of the East and Southeast Asian-market Camry in June 2009 equipped with a hybrid drivetrain.[52] The revised Aurion-based Camry previewed the Australian Aurion's then upcoming facelift. The updated car features new headlamp and taillamp lens clusters with integrated foglamps, along with a redesigned front bumper, grille insert, and revised interior trim details.[53][54] Toyota Australia later revealed the updated car as its Aurion on 21 September. While the front-end of the original Aurion was designed with a "double-concave" architecture, the revised version abandons this for an "X-Form" design philosophy, characterised by a lower and wider trapezoidal shaped grille. The rear lamp design, according to Toyota Australia's David Buttner, has "evolved from the twin round design [...] to a parallelogram design and striking diffused LED illumination."[54]

Like the original version, the Aurion continues to offer differing frontal design treatments across the range.[54] From side, the rehashed design is identified by the deletion of bodyside moulding strips and a range of new wheels designs, including the standard fitment of alloy wheels on the base-line AT-X.[55] Interior upgrades in the form of new colour combinations are featured, along with upgraded instruments and gauges giving greater turn signal and warning-signal clarity. Revised audio systems, lighting and in-cabin storage are also featured. Prodigy and Presara versions receive a new "linear satin" wood grain finish.[54]

Lexus LS

The Lexus LS is a full-size luxury sedan that serves as the flagship model of Lexus, the luxury division of Toyota. Four generations of the sedan have been produced, all equipped with V8 engines and rear-wheel drive. Since 2006, all-wheel drive, hybrid, and long wheelbase variants have also been offered. The original Lexus LS 400, the first Lexus to be developed, was introduced as the luxury marque's debut model in 1989. Following the initial model, subsequent redesigns included the second generation LS 400 in 1995, LS 430 in 2001, and the LS 460 / LS 460 L series in 2006. A domestic market version of the LS 400 and LS 430, badged the Toyota Celsior was sold in Japan until the Lexus marque was introduced to the country in 2006. For the 2007 model year, the fourth generation LS 460 debuted the first production eight-speed automatic transmission and an automatic parking system. In 2007, V8 hybrid powertrains were introduced on the first Lexus LS Hybrid models, the LS 600h / LS 600h L sedans.

The Lexus LS began development in 1983 as the F1 project, the code name for a secret flagship sedan effort. Following an extended five-year design process at a cost of over US$1 billion, the resulting sedan premiered with a new V8 engine and multiple luxury features. The Lexus LS was intended for export markets from its inception, and the Lexus division was formed to market and service the vehicle internationally. The original LS 400 debuted to strong sales, and was largely responsible for the successful launch of the Lexus marque. Each successive iteration of the vehicle has ranked as the best-selling flagship luxury sedan in the United States.

Since the start of production, each generation of the Lexus LS has been produced in the city of Tahara, Aichi, in Japan. In U.S. consumer publications, Lexus' flagship model is recognized as one of the most reliable vehicles ever built, having held the top ranking in J.D. Power and Associates' U.S. Vehicle Dependability Survey for fifteen consecutive years (1994–2009), and receiving Consumer Reports' highest rankings for vehicle dependability

First generation (UCF10)

In August 1983, Toyota chairman Eiji Toyoda initiated the F1 project ("Flagship" and "No. 1 vehicle"; alternatively called the "Circle-F" project), a clandestine effort aimed at producing a world-class luxury sedan for international markets.[1][2] The F1 development effort did not have a specific budget or time constraints, and the resulting vehicle did not utilize existing Toyota platforms or parts.[3][4] Instead, chief engineer Ichiro Suzuki sought to develop an all-new design, aiming to surpass rival American and European flagship sedans in specific target areas, including exterior aerodynamics, cabin quietness, overall top speed, and fuel efficiency.[5] During development, 3,900 F1 personnel built approximately 450 flagship prototypes and 900 engine prototypes,[6] and logged 2.7 million kilometres of testing on locations ranging from winter Europe roadways, deserts in Arizona, Australia, and Saudi Arabia, to U.S. highways and wilderness areas.[7][8]


late 1985, designers presented the first exterior study models to F1 management, featuring a sports car-like design with a low-slung hood and narrow front profile.[9] By 1986, the sedan used a three box design with an upright stance, more prominent grille, and a two-tone body.[9] Extensive modeling and wind tunnel tests resulted in a low drag coefficient for a conventional production vehicle of the time (Cd 0.29).[10] For the passenger cabin, materials selection tests evaluated 24 different kinds of wood and multiple types of leather for two years before settling on specific trim combinations.[11] By 1986, the Lexus marque was created to support the launch of the flagship sedan,[12] and the vehicle became known as the Lexus LS.[7] Following eight design reviews, subsequent revisions, and over US$1 billion in development expenses, the final design for the production Lexus LS 400 (chassis code UCF10) was approved in 1987.[6]

In January 1989, the LS 400 made its debut as a 1990 model at the North American International Auto Show in Detroit, Michigan.[13] U.S. sales began in September 1989, followed by limited exports to Australia, Canada, and the United Kingdom.[14] The LS 400's new 4.0 liter 1UZ-FE 32-valve V8 engine, capable of 190 kilowatts (250 hp) and 353 newton metres (260 ft·lbf) of torque,[15] linked to a new four-speed automatic transmission with electronically-controlled shifts.[16] The chassis used an independent, double-wishbone suspension setup,[17] and an air suspension system was optional.[18] The LS 400's 0–100 kilometres per hour (62 mph) time was 8.5 seconds, and its top speed was 250 kilometres per hour (160 mph).[19] Compared to the rival BMW 735i (E32) and Mercedes-Benz 420 SE (W126), the LS 400 had a quieter cabin, with 58 dB at 100 kilometres per hour (62 mph), higher top speed, lower drag coefficient and curb weight, and avoided the U.S. gas-guzzler tax.[20][21][22]


The LS 400 was among the first luxury sedans to feature an automatic tilt-and-telescoping steering wheel with SRS airbag, power adjustable shoulder seat belts, and an electrochromic rear-view mirror.[23][24] The five-passenger cabin included California walnut and leather trim, power-adjustable seats, and soft-touch controls. A back-lit electroluminescent gauge cluster featured a holographic visual effect, with indicator lights projected onto the instrument panel.[23][25] The memory system stored the driver's seat, side mirror, steering wheel, and seat belt positions. Available luxury options included a Nakamichi premium sound system and an integrated cellular telephone with hands-free capabilities.[16][26][27] The LS 400 further contained some 300 technological innovations to aid smooth operation and silence,[16] including fluid-damped cabin fixtures,[28] vibration-insulating rubber mounts,[29] airflow fairings,[30] and sandwich steel body panels.[29]


the launch of Lexus was complicated by Toyota's existing five domestic dealership networks,[31] several of which sold Japan-only luxury models, including the Toyota Crown and Toyota Crown Majesta.[32] During the LS 400's development, local dealers' requests for a Japanese domestic market version had grown,[9] and a right-hand drive, Toyota Celsior-badged version was introduced shortly after the LS 400's U.S. debut.[33] The Celsior, named after the Latin word for 'supreme', was largely identical to the LS.[33] Models came in either basic "A", upgraded suspension "B", or fully-equipped "C" trim specifications, and were sold at dealerships which also carried Japan-only Toyota luxury models.[32]

Adding incentive for early U.S. sales was a base price of US$35,000, which undercut competitors by thousands of dollars,[34] and brought accusations of selling below cost from rival BMW.[16] In December 1989, shortly after the LS 400's launch, Lexus ordered a voluntary recall of the 8,000 vehicles sold so far, based upon two customer complaints over defective wiring and an overheated brake light; all vehicles were serviced within 20 days, and the incident helped establish Lexus' customer service reputation.[16][35][36] By 1990, U.S. sales of the LS 400 had surpassed those of competing Mercedes-Benz, BMW, and Jaguar models.[37] Production of the first generation LS 400 totaled over 165,000 units.[38] Years after its introduction, the LS 400 remained a reliable choice for a used car, making Consumer Reports' 2007 list of recommended vehicles which regularly last 320,000 km (200,000 mi) or more with proper maintenance.[39]


UCF10 II (1992)
Debuting in September 1992 as a 1993 model, the refreshed LS 400 (UCF10 II) was introduced with more than 50 changes, largely in response to customer and dealer requests.[40] The vehicle received larger disc brakes, wheels and tires, and adjustments were made to the suspension and power steering system to improve handling.[41] Stylistic changes included additional body side moldings, a revised grille, along with a greater selection of colors.[41] For the interior, passenger front airbags, an external temperature gauge, digital odometer, seat belt pretensioners, and chlorofluorocarbon-free refrigerant were added.[41][42] By 1994, the LS 400's U.S. base price exceeded US$50,000, a figure that had steadily risen since the vehicle's introduction. Customer demand for the vehicle and shifts in foreign exchange rates contributed to the increase in price.[43]

Industrial significance

The Lexus LS marked the first successful entrant of a Japanese manufacturer into the prestige luxury arena,[37] a market that had long been dominated by established European and American brands. By 1991, with the LS 400 its top-selling model,[124] Lexus had overtaken Mercedes-Benz and BMW in overall U.S. sales,[125] and in 2000 the marque passed Cadillac as the luxury sales leader in the largest automotive market.[126] Rival manufacturers responded with lower prices and added features.[127] In particular, Mercedes-Benz reorganized its operations, shifting to a targeted-cost process similar to Lexus production methods,[128] and dropped competing U.S. base prices by nearly 10%.[129] To rival the LS 400,[130] extra features were rushed for the launch of the 1991 Mercedes-Benz S-Class (W140),[128][131] causing budget overruns and costing the job of Daimler-Benz chief engineer Wolfgang Peter.[130] Approximately five percent of 1989 LS 400 sales went to buyers employed by rival manufacturers, including GM, Ford, and Chrysler.[124] When the LS 400 was disassembled for engineering analysis, Cadillac engineers concluded that the vehicle could not be built using existing GM methods.[132] Industry publications noted the LS 400's precise panel gaps, and the subject became a common evaluation standard in road tests.[130] The LS 430's interior noise level was later used as a measure of cabin quiet.[133]

According to industry observers, the introduction of the Lexus LS reshaped Toyota's image from that of an "econobox" manufacturer to the builder of an automotive standard-bearer.[134][135] This stood in contrast to the predictions of early detractors, including rival manufacturers who dismissed Toyota as incapable of producing a competitive luxury vehicle.[135] Japanese contemporaries from the luxury divisions of Honda (Acura) and Nissan (Infiniti) had differing degrees of success;[136] the mid-size V6-powered Acura Legend initially sold well, but subsequent models (renamed Acura RL) performed below sales expectations;[137][138] the V8-powered Infiniti Q45 closely rivaled the LS 400 in specifications and price,[139] but was unsuccessful in sales (attributed to unconventional styling and marketing), leading to its discontinuation in 2006.[140] The success of the Lexus LS became a test case for mainstream manufacturers targeting upscale segments; by investing in a separate marque, Toyota was able to avoid the stigma attached to a mass-market brand charging premium prices.[141] The effect of the LS 400 on the automotive industry led Automobile Magazine to name the sedan to its "24 Most Important Vehicles of the 20th Century" list in 1996.[142

ToyotaMr2

The Toyota MR2 is a two-seat, mid-engined, rear wheel drive sports car produced by Toyota from 1984 until July 2007 when production stopped in Japan. Sales in the United States ended in 2005. There are three different generations of the MR2. These have often been classified as MKI (1984-1989) with angular, origami-like lines, the MKII (1990-1999) which had styling that some compared to Ferrari sports cars, and the MKIII (2000-2007) which somewhat resembled the Porsche Boxster. [2] It was designed to be small, with an economical powerplant, but sporty in style and handling. In its first five years, 163,000 MR2s were produced, making it extremely successful worldwide.

Origins

The MR2's life began in 1976 when Toyota launched a design project with the goal of producing a car which would be enjoyable to drive, yet still provide decent fuel economy. Initially, the purpose of the project was not a sports car. The actual designwork began in 1979 when Akio Yoshida from Toyota's testing department started to evaluate different alternatives for engine placement and drive method. It was finally decided to place the engine transversely in the middle of the car. The result was the first prototype in 1981, dubbed the SA-X. From its base design, the car began evolving into an actual sports car, and further prototypes were tested intensely both in Japan and in California. A significant amount of testing was performed on actual race circuits such as Willow Springs, where former Formula One driver Dan Gurney tested the car.

Toyota made its SV-3 concept car public in the autumn of 1983 at the Tokyo Motor Show, gathering a huge amount of publicity both from the press and the audience. The car, scheduled to be launched in spring 1984 in the Japanese market under the name MR2, which stands for "Midship Runabout 2-seater" and also refers to the vehicle's mid-engine rear-drive configuration, was to become the first mass-produced mid-engined car to come from a Japanese manufacturer. In France the name was shortened to MR due to the similarity in pronunciation of MR2 with the French word "merde".

First generation (MKI) AW10/AW11 (1984-1989)

The small and light MR2, chassis code AW11, was something no one had expected from Toyota, known for their economical and practical family cars. The two-seat MR2 was definitely not practical as a family car, designed for style and sport. The folded angular lines evoked origami paper sculpture. Other cars with a similar design concept including the Lancia Beta Montecarlo, Fiat X 1/9 and the exotic Lancia Stratos were all produced in the 70s. The most important features of the AW11 were its light body (as low as 2,200 lb (998 kg) in Japan and 2,350 lb (1066 kg) in the US), superior handling and lightly powered, small-displacement engine.

Some car historians contend that the MR2 was Lotus-designed. This is a reference to the Lotus M90 (a.k.a. the X100) project, but this was scrapped after a single prototype was built. This used the same engine and gearbox as the MR2. At the time, Toyota, along with the Chapman family was a major share holder in Lotus, but General Motors later acquired majority control. Lotus Engineering, a prolific consultancy company forming part of Group Lotus but separate from Lotus Cars, was heavily involved in the designing the 4AG series Toyota engines (in the first MR2s) and the ZZ series engines in modern Toyotas. However, the MR2's suspension and handling were designed by Toyota with the help of Lotus engineer Roger Becker.[4] Toyota's cooperation with Lotus during the prototype phase can be seen in the AW11, and it owes much to Lotus's legendary sports cars of the 1960s and 1970s.

As a powerplant, Toyota chose to use the naturally aspirated 4A-GE 1587 cc I4 engine with Double overhead camshafts, which allowed the use of 16 valves for a better gas flow through the combustion chamber. The engine was also equipped with DENSO electronic multi-point fuel injection and a variable intake geometry (T-VIS), giving the engine a maximum power output of 128 hp (95 kW). US engines were rated at 112 hp (84 kW), European engines at 124 hp (93 kW), Australian engines at 118 hp (88 kW) and Japanese engines at 130 hp (97 kW). The engine had already been introduced earlier on the Toyota AE86, gathering a lot of positive publicity. There was also a JDM model AW10 which used the more economical 1452 cc 3A-U engine, but it didn't gain too much popularity. Some versions were also fitted with automatic climate control.

For the 1986 model year, the AW11 went through several changes which affected both its looks and performance. The most important addition was probably having the option of a removable t-top, not available in the US and Europe until the next model year. The exterior was modified by color-keying the bumpers and side stripes and adding small side skirts. Other new options included a leather interior and a four-speed automatic transmission. Some further changes were made to the exterior for 1987, such as new tail lights and wheels, but more notable were the addition of larger brakes and a heavier and stronger C52 transmission which replaced the older C50. The significance of the introduction of this newer transmission is readily apparent today, as the C50 is known to develop a fifth gear popout problem as it ages.

Also noteworthy in the USDM market is the lack of a rear anti-sway bar after 1985 (although the 1989 supercharged model was equipped with one again). Models with the rear bar are considered more valuable to those who enjoy racing. Toyota reportedly continued manufacturing strut housings with the proper rear sway bar mounting tabs until well into the 1986 and possibly 1987 model years, but no actual numbers or cut-off dates are available. Most all other markets (Non-USDM) retained the rear sway bar on all years 1985-89.

In 1987 (1988 for the US market), Toyota introduced a supercharged engine for the MR2. Based on the same block and head, the 4A-GZE was equipped with a Toyota SC-12 Roots-type supercharger manufactured by the Ogura industrial Corp and a Denso top mount intercooler. The compression ratio, valve timing and ports were modified. The engine produced a maximum power of 145 hp (108 kW) and accelerated the small car from 0 to 100 km/h (0 to 62 mph) in 6.7 to 7.0s. In addition to the new engine, the MR2 SC was also equipped with stiffer stabilizer bars and reinforcements in the bodyshell to improve rigidity. Unfortunately, this model was never sold in European markets, although some cars were privately imported.

The press received the AW11 with open arms and praised its innovation, great feeling, and responsive engine. American car magazines Road & Track and Car and Driver both chose the AW11 on their lists of ten best cars which included some tough competition, such as the Ferrari Testarossa. The Australian Wheels magazine chose the 1988 AW11 as its favourite sports car. The MR2 was Motor Trend's Import Car of the Year for 1985. In 2004, Sports Car International named the MR2 number eight on the list of Top Sports Cars of the 1980s. The MR2 was on Car and Driver magazine's Ten Best list for 1986 and 1987. This vehicle was often referred to as a "Pocket Rocket". Silver models were often called "The Silver Bullet".

In January 1989 Toyota produced a final run of fully optioned AW11's with the name "Super Edition".[citation needed] The ‘Super Edition’ included all the extras of the G-Limited models along with extra features including MOMO commissioned steering wheel and gear knob, Recaro brand ‘Milano’ Seats with matching door panels and special paint (Midnight Blue) along with revised decals (SUPER EDITION replacing SUPER CHARGER).[citation needed] The cars also featured electric retracting mirrors and slightly modified rear light clusters.[citation needed]

Only 270 Super Edition MK1s where made before production ceased in December 1989 to make way for the new revised model (the ‘MK2’).[citation needed] The Super Editions were intended for the Japanese Domestic Market only, but may have found their way to enthusiasts in other countries such as the UK.[citation needed]

Many off these cars have now found a new lease of life in the UK Club Racer Circuits due to the economic climate, Many MR2s are being converted to race cars.


Second generation (MKII) SW20/SW21/SW22 (1990-1999)

The second generation MR2 (MKII) went through a complete redesign in 1989; the wheelbase had been increased by 3.2 inches (81 mm), making it 94.5 inches, the overall length had been increased by 9.3 inches (240 mm), making it 164.2 inches (4,170 mm) and is 66.9 inches (1,700 mm) wide. The new MR2 weighed 350 to 400 pounds (160 to 180 kg) more than its predecessor and had smoother bodylines. It appeared very advanced for its era. Now that the MR2 was larger, it could be classed as a GT car. The 1990 model year MSRP ranged from approximately ¥1,953,330 (€13,896), ($14,368) to ¥2,522,960 (€17,882), ($18,558). Since the resemblance between the Ferrari 348tb and the Ferrari F355 and the new MR2 was quite striking, the MKII is sometimes referred to as a "poor man's" Ferrari. Indeed, many bodykits became available to make the MKII imitate the Ferrari F355.

The MKII MR2 came to the Japanese (JDM) and European market at the end of 1989 as a 1990 model year. Japan received three trim-levels;

1.G-Limited with a naturally aspirated engine (N/A) 2.0L 3S-GE engine producing 165PS (163hp/121 kW), an automatic transmission was standard, a manual transmission was optional. The G-Limited has basically all the bells and whistles an MR2 can have. Climate control, Power folding Mirrors, Steerable Fog Lamps, etc.
2.GT with a turbocharged 2.0L 3S-GTE engine producing (261 hp/), a M/T was the only choice.
3.GT-S, it came with the same engine and transmission as the GT.
The European market also received three trim-levels;

1.Coupe with the N/A 2.0L 3S-FE engine producing 138 hp (103 kW).
2.GT Coupe with the N/A 2.0L 3S-GE engine producing 158 hp (118 kW).
3.GT T-Bar with the N/A 2.0L 3S-GE engine producing 158 hp (118 kW).
There were no turbo models officially imported to the European market, however many Japanese models were imported via the grey market. The U.S. did not get an MR2 for the 1990 model year. In 1991 Toyota introduced the MKII MR2 to the U.S. in two trim-levels;

1.MR2 N/A with a N/A 2.2L 5S-FE engine producing 130 hp (up to 135 hp (101 kW) in 1993) and an A/T or M/T optional.
2.MR2 Turbo with a turbocharged 2.0L 3S-GTE engine producing 200 hp (149 kW), the only choice for a transmission being a 5-speed M/T.
There are many visual differences between the MR2 N/A and MR2 Turbo models which are much more noticiable to the owner of an MR2 Turbo: some include the “turbo” emblem (USDM) on the rear trunk, a fiberglass engine bonnet with “raised” vents, fog lights (some JDM and EU N/A models came with fog lights), and an added interior center storage compartment located between the two seats. All MKII’s came with a staggered wheel setup, which was slightly wider in the rear. In the U.S. there are two different chassis codes, SW21 for the MR2 N/A model and SW22 for the MR2 Turbo model, as opposed to the usual SW20 reference.

Mechanical differences between the NA and Turbo models include, but are not limited to: Turbo model received the more powerful 3S-GTE engine with its associated intercooler and different exhaust system, a more powerful fuel pump, larger brakes, a larger radiator, larger rear axles which also required different hubs, and a different transmission (E153) vs the NA S54 transmission.

The MKII MR2 was offered with three different engine choices all together depending on the market area. All engines were 2.0 liter I4 engines with DOHC and 16 valves, except for the US MR2 N/A model which used the 2.2 liter 5S-FE engine. The most powerful engine was the turbocharged 3S-GTE, which was rated at 261 hp) JDM (as the MR2 GT and 240 hp (179 kW) as the GT-S) and 200 hp (150kW) USDM (as the MR2 Turbo). Europeans had to settle for the naturally-aspirated 158 horsepower (116 kW) 3S-GE engine (in the GT coupe and '"GT T bar"') or the 118 horsepower (88 kW) 3S-FE engine (in the Coupe). The JDM MR2's (GT and GT-S model) had the 3S-GTE engine that produced (261 hp) and was able to accelerate from 0-100 km/h in 5.6 s. The USDM MR2 Turbo model was able to accelerate from 0-60 in 6.1 seconds and run the 1/4 mile in 14.7 seconds. The 3S-GTE was also used in the Celica Celica All-Trac/GT4

In early 1992 (for 1993 models), Toyota changed the rear suspension geometry for both the NA and Turbo models. The rear toe rods (that control the toe-in of the rear tires) were lengthened substantially, and the inner pivot point for the toe rod was relocated on the suspension sub-frame aka cross-member. At the front, the geometry changed little, but the new control-arm design eliminated caster adjustments. Springs that lowered the ride height at both the front and rear were installed, and the anti-roll/anti-sway bars were increased in diameter (Turbo model only?). The wheels were changed from the 5 spoke cast aluminum 14" diameter to 15" diameter wheel. The increase in size was mainly to accommodate larger brakes on the Turbo model. The tire sizes were also increased in width at both the front and rear on both the NA and Turbo models. These changes to the suspension geometry and tire sizes were made in response to journalist reports in their reviews of the MR2 that the car would "snap-oversteer". As a counterpoint to the snap-oversteer phenomenon of the MR2, other journalists point out that most mid-engine and rear engine sports and super cars exhibit similar behaviour, and that a change to the driver's response to oversteer is really the problem, and not the fault of the car. A suspension issue Toyota did decide to address was the dramatic toe'ing out of the rear suspension under certain conditions, mainly lift-throttle under aggressive cornering. In any car, braking shifts the weight forward, and acceleration to the rear. Because of the MR2's exceptional ability to accelerate out of corners due to its rear-drive, mid-engine arrangement, many drivers would apply the throttle too aggressively, too early, gaining too much speed, and inevitably lifting the throttle. This lifting would shift the weight forward while causing the rear suspension to toe-out--the recipe for non-power-on oversteer, or even a spin.

When improper steering inputs were made attempting to correct this non-power-on oversteer, the rear of the MR2 would swing one way, then wildly (and quickly) the other--thus the term "snap" oversteer. Toyota elected to change the MR2 suspension and tires to reduce the likelihood that this would occur, though many drivers would lament the change and claim that it "neutered" the sharp edge the MR2 was known for.[5]

Smaller steering wheel with less turns lock to lock plus the addition of power steering supposedly helped to quicken up steering response time. EU power was reduced (GT models down to 153) with the introduction of a catalytic convert with in the exhaust system.

Other refinements in 1993 are a slightly revised electrical system (for example, the speedometer became fully electronic vs. the earlier cable drive version), and a shorter shifter lever and smaller shifter knob. For the 3S-GTE minor mechanical changes were made, but power did not change. The boost engine cut sensor was changed to allow for a maximum boost of 17-18 psi, vs the earlier switch that shut down the engine at over 12 psi boost. The engine computer did not allow more than 12 psi boost, so the change in the boost cut switch is only of interest to aftermarket tuners. The 1993 model year also offered a Limited Slip Differential (viscous type, with 40% lockup) as an option on Turbo models only. The transmission was changed internally with additional synchromeshes on the lower gears which allows for smoother shifting, again on Turbo models. Externally, the front lip was changed to a new shape that increased downforce at the front.

The next big change occurred in late 1993, for the 1994 model year, receiving some small engine and suspension upgrades for each model. EU GT (non turbo) spec engines increased in power to 173bhp, but additional vehicle weight (side impact bars, sound deadening, etc) saw the performance figures drop (0-60mph times for early SW20 'Rev 1' = 6.7, 'Rev 3' =7.9 (Autocar)). A slightly smaller CT20b turbocharger replaced the CT26 unit (JDM models only, the USA models retained the CT-26). All MR2's received new round tail lights and a color-coded center panel replaced the old square shaped tail lights and the "honey-comb" center panel. The original three-piece rear spoiler was replaced with the one-piece spoiler which attached only to the trunk lid. The side molding and skirts were also color coded, and the "dot matrix" edge pattern on the glass was replaced with a solid pattern. The steering wheel was also replaced with a slightly smaller model, now universally shared across many Toyota models (the "MR2" insignia was replaced with the Toyota symbol). Also a passenger side airbag was added. 1995 was the last year Toyota sold the Mk II in North America.

In 1996, Toyota added turn signals mounted to the front fenders and the front signals were changed to a clear lens instead of amber like the previous years, but no other modifications were made. The 1998 model, known as the "Revision 5" model, came with more modern looking five spoke 15" Alloy Wheels, 3 Way adjustable more aggressive "Combat" rear spoiler, Instrument cluster with red rings, leather shift knob with red stitching and on the JDM Turbo Model Red Stitching on the Leather Seats. While the turbocharged 3S-GTE engine remained the same, the JDM naturally aspirated 3S-GE engine was equipped with Toyota's VVT-i system which allowed the timing of the intake camshafts to be modified according to the engine's rotation speed and load.

The SW20 has become a popular collector's car since the 2004 Ultimate Street Car Challenge win of Brad Bedell [6] and his yellow V6 supercharged MR2. The 1MZ-FE motor, that comes from the V6 powered Solara and Camry, has quickly become a popular modification as the expense of switching to the V6 motor is roughly in line with installing a turbocharged motor into a formerly naturally aspirated car

Third generation (MKIII) ZZW30 (2000-2007)

The third generation MR2 had three different names, depending on country; Toyota MR-S in Japan, Toyota MR2 Spyder in the United States, and the Toyota MR2 Roadster in Europe. With the previous MR2 having been in the market for almost ten years, it was time for it to move aside as Toyota released the new MR2, designated ZZW30. The new MR2 was a part of Toyota Project Genesis, a plan from Toyota to attract buyers from the younger age bracket in an effort to increase sales in the United States. Being one of Toyota's worse flops, the project quickly ended in 2001 when Toyota launched its successful marque, Scion. The car received a complete makeover compared to the two previous models. One of the biggest changes was the replacement of the solid, T-Top, and sunroof options with a true convertible soft top, giving the car the 'Spyder' designation. Due to a new car design rule from SAE (The Society of Automotive Engineers), the pop-up headlights as seen on SW20 had to be removed. It is the only Toyota MR2 generation to not be sold in Canada.

Many claim that this car was inspired by Porsche Boxster which was released in 1996, due to its similar appearance. However, the first prototype of MR-S appeared in 1997 at Tokyo Motorshow, which had slightly more angled and rigid appearance than the current production model. The production model includes additional curves for a more aerodynamic and appealing look. The MR2 Spyder chief engineer Harunori Shiratori once said "First, we wanted true driver enjoyment, blending good movement, low inertia and light weight. Then, a long wheelbase to achieve high stability and fresh new styling; a mid-engine design to create excellent handling and steering without the weight of the engine up front; a body structure as simple as possible to allow for easy customizing, and low cost to the consumer."

The only engine available for the ZZW30 was the brand-new all-aluminium 1ZZ-FED, a 1794 cc I4. Like its predecessors, the engine used dual overhead camshafts and 16 valves. The intake camshaft timing was adjustable via the VVT-i system, which was introduced earlier on the 1998 SW20. Unlike its predecessors, however, the engine was placed onto the car the other way round, with the exhaust manifold towards the rear of the car instead of towards the front. The 138 hp (104 kW) maximum power was quite a drop from the previous generation, but thanks to the lightness of the car it could still move quite quickly, accelerating from 0 to 100 km/h (62 mph) in 7.5 to 8.3 s depending on the transmission option, the Sequential Manual being unable to launch and shift as quickly as the clutch operated manual. The car only weighs 975 kg (2150 lbs) with the 5 speed manual or 997 kg (2200 lbs) with the SMT, making this model MR2 the lightest of the MR2 series. In addition to the 5-speed manual transmission, a 5-speed or 6-speed Sequential Manual Transmission (SMT) controllable from 2 pairs of buttons on the steering wheel was also available. SMT is standard feature in Australian market; however, air conditioning was optional. After 2003, a 6-speed SMT was an option.

Introduction configuration and model year changes

The MR-S was originally introduced in October 1999 to the Japanese consumer market in three distinct trim models - the "B", the "Standard", and the "S". The "S" trim level included power windows, locks, mirrors, AM/FM/CD radio, cloth seats, tilt steering wheel, and alloy wheels.

In March 2000, the car was introduced into the United States and Europe as a "monospec" level, which included the same features as Japan's "S" trim level.

For model year 2002, technology took center stage as a unique new transmission became available. Working without a manual clutch, the optional sequential manual gearbox had no conventional "H" pattern shift lever. Gears could be changed by moving a floor lever forward to upshift, or back to downshift. Or, the driver could use a pair of steering-wheel buttons to accomplish the same task. No automatic-shifting capability was provided, and no automatic transmission was ever available for the MR2 Spyder.


For model year 2003, the ZZW30 received some exterior changes, including two new paint colors (Silver Streak Mica and Paradise Blue Metallic, while Liquid Silver Metallic was retired), front and rear fascias including headlight and taillight redesign, standard fog lights, a power antenna, and the air intakes matched the paint color of the car. The rear wheels were increased to 16" diameter with larger 215 mm width tires, while the front ones remained at 15" and 185 mm tread width. Interior changes included new seats, redesigned gauge faces, and chrome trim rings around the tweeters and HVAC controls. For those models equipped with the SMT, the ECM (Engine Control Module) received an upgrade which allowed a quicker gear change relative to the 2002 model. The suspension was upgraded with new springs and shock absorbers and a brace was added to the bottom of the car to improve rigidity.

For model year 2004, the body was structurally strengthened, adding 10 kg (22 lb) to the vehicle's weight and a limited-slip differential became available from the factory as an option. Also, two factory leather models became available: the Silver Streak Mica with red top and red leather, and the Absolutely Red with tan top and tan leather. Although, in the United Kingdom they called one of these versions 'Special Red', which has a red roof/top (or hood as it is known in the UK), red leather bucket seats, and it is also coloured on the exterior in a dark grey colour known as 'Sable Grey.' It is a limited edition.

For model year 2005, a 6-disc AM/FM/CD audio unit became standard in the US. Some pre-2005 owners have replaced their units with those found in Scions, which also added MP3 capability.