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.
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