Toyota MR2
 | |
| Manufacturer | Central Motors (a part of the Toyota Motor Corporation) |
|---|---|
| Production | 1984–2007 |
| Assembly | Sagamihara, Japan |
| Class | Sports car |
| Layout | RMR layout |
Contents[hide] |
[edit] 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 design work 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 October 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 the second quarter of 1984 in the Japanese market under the name MR2 (which stands for "midship runabout two-seater"),[2] 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".
[edit] First generation (W10; 1984–1989)
 | |
| Production | 1984–1989 |
|---|---|
| Body style | 2-door coupé |
| Layout | MR layout |
| Engine | 1.5 L 3A I4 (AW10) 1.6 L 4A-GE DOHC I4 (AW11) 1.6 L 4A-GZE supercharged I4 (AW11) |
| Transmission | 5-speed manual 4-speed automatic |
| Wheelbase | 91.3 in (2319 mm) |
| Length | 155.5 in (3950 mm) |
| Width | 65.6 in (1666 mm) |
| Height | 48.6 in (1234 mm) |
| Curb weight | 2,350lbs (1,070kg) (1988 NA) 2,493lbs (1,131kg) (1988 SC)[3] |
Some rumors have persisted that the MR2 was designed by Lotus. 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. 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 power plant, Toyota chose to use the naturally aspirated 4A-GE 1,587 cc straight-4 engine, a dual overhead-cam, four-valve-per-cylinder motor.[5] This engine was also equipped with DENSO electronic port fuel injection and a variable intake geometry ("T-VIS"), giving the engine a maximum power output of 112 hp (84 kW) in the US, 128 hp (95 kW) in the UK, 116 or 124 PS (85 or 91 kW) in Europe (with or without catalytic converter),[6] 118 hp (88 kW) in Australia and 130 PS (96 kW) in Japan. Japanese models were later downrated to 120 PS (88 kW).[7] The engine had already been introduced earlier on the AE86 Corolla, gathering a lot of positive publicity. A five-speed manual transmission was standard and a four-speed automatic was optional. Road tests delivered 0-60 mph times in the mid- to high-8 second range, and 1/4 mile times in the mid- to high-16 second range, significantly faster than the four-cylinder Pontiac Fiero or Fiat X1/9.[8][9][10] In the home market, the AW10 base model was offered, which used the more economical 1452 cc 3A-U engine rated at 61 kilowatts (82 hp), but it attracted few buyers.
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 small Roots-type supercharger and a Denso intercooler. T-VIS was eliminated and the compression ratio was lowered to 8:1. It produced 145 horsepower (108 kW) and 140 foot-pounds (190 N·m) and accelerated the small car from 0 to 100 km/h (0 to 62 mph) in 6.5 to 7.0s.[11][12] The supercharger was belt-driven but actuated by an electromagnetic clutch, so that it would not be driven except when needed, increasing fuel economy. Curb weight increased to as much as 2,494 pounds (1,131 kg) for supercharged models, due to the weight of the supercharger equipment and a new, stronger transmission.[3] A fuel selector switch was also added in some markets, to allow the car to run on regular unleaded if required to. In addition to the new engine, the MR2 SC was also equipped with stiffer springs, and received special "tear-drop" aluminium wheels. The engine cover had two raised vents (only one of which was functional) that visually distinguished it from the normally aspirated models. It was also labeled "Supercharged" on the rear trunk and body mouldings behind both doors. This model was never offered in European or Australian markets, although some cars were privately imported.
[edit] Changes by year
1986- T-bar roof option available in Japan
- Revised transmission
- Color-keyed bumpers, side stripes, side skirts available
- Leather interior becomes an option
- Rear anti-roll bar discontinued on North American models
- Supercharged model introduced in Japan, offered with four-speed A/T or five-speed M/T
- T-bar roof available in North America and Europe
- Slight unibody changes
- Revised rear suspension and larger brake rotors
- New front lip
- New tail lights for North America
- Naturally aspirated 4A-GE rated at 115 horsepower (86 kW) in America
- Air filter relocated to the trunk
- New center console, steering wheel, gauge cluster markings, and seat colors
- Supercharged model available in North America
- Incandescent third brake lamp replaced by LED strip integrated into the rear spoiler
- North American supercharged models equipped with rear anti-roll bar
[edit] The MR2's legacy
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 MR2 on their lists of ten best cars which included some tough competition, such as the Ferrari Testarossa. The Australian Wheels magazine chose the 1988 MR2 as its favourite sports car. The MR2 was Motor Trend's Import Car of the Year for 1985. (It is worth noting that the MR2 was not eligible for the Car of the Year award, because only vehicles produced in the US were eligible until 1999. The 1985 winner, the Volkswagen GTI, was produced in Westmoreland, Pennsylvania.) The MR2 was also on Car and Driver magazine's Ten Best list for 1986 and 1987. In 2004, Sports Car International ranked the MR2 number eight on the list of Top Sports Cars of the 1980s.In January 1989 Toyota produced a final run of fully optioned "Super Edition" MR2s.[13] The 'Super Edition' included all the extras of the G-Limited models along with extra features such as a MOMO-commissioned steering wheel and gear knob, Recaro "Milano" seats with matching door panels, and "SUPER EDITION" decals on the rear visor and side stripes). Super Edition cars were sold in special Midnight Blue or white/gold two-tone paint; 270 were produced in each color.[14]
[edit] Toyota 222D rally car
During a surprise appearance at the 2006 Goodwood Festival of Speed, Toyota drove and displayed a black 222D. The race-ready car weighed around 750 kilograms (1,700 lb) and its transverse-mounted, four-cylinder, turbocharged engine (what appears to be a 503E race engine, though other prototypes may have used the 4T-GTE) was reported to produce as much as 750 horsepower (560 kW).[15][16] A V6-powered prototype was also rumored to exist, but has never been seen in public.
[edit] Second generation (W20; 1989–1999)
 | |
| Production | 1989–Sep 1999 |
|---|---|
| Body style | 2-door coupé or T-top |
| Layout | MR layout |
| Engine | 2.2 L 5S-FE I4 (SW21) 2.0 L 3S-GE I4 (SW20) 2.0 L 3S-GTE turbo I4 (SW22) |
| Transmission | 4-speed automatic 5-speed manual |
| Wheelbase | 94.5 in (2,400 mm) |
| Length | 164.2 in (4,171 mm) |
| Width | 66.9 in (1,699 mm) |
| Height | 48.6 in (1,234 mm) |
| Curb weight | 2,782lbs (1,262kg) (1991T T-top); 2,599lbs (1,179kg) (1991NA)[17] |
| Designer | Kazutoshi Arima Tadashi Nakagawa (roadster) |
Because the resemblance between the Ferrari 348 and the Ferrari F355 and the new MR2 was quite striking, it is sometimes referred to as a "poor man's Ferrari." Indeed, many body kits became available to make the MR2 imitate the Ferrari F355.
- Japanese market trim levels:
- G with a NA 2.0L 3S-GE engine producing 165 PS (121 kW; 163 hp); with an A/T standard and an optional M/T. The G was the base model of the SW20 line-up. Standard features included: climate control, electric mirrors, and fabric door/seat trim.
- G-Limited with the NA 2.0L 3S-GE engine; an A/T was standard or a M/T was optional. The G-Limited was the higher-specification naturally-aspirated SW20. Additional standard features: electric folding mirrors, steering fog lamps, and rear spoiler.
- GT-S with a turbocharged 2.0L 3S-GTE engine producing 221 PS (163 kW; 218 hp); a M/T was the only choice. The GT-S had the same standard features as the G-Limited.
- GT with the turbocharged 2.0L 3S-GTE engine and manual transmission. The GT was considered as the luxury specification in the SW20 line-up and had suede/leather door and seat trim in addition to G-Limited standard features.
- European market trim levels:
- Coupe with the NA 2.0L 3S-FE engine producing 138 hp (103 kW) (not available with T-bar roof).
- GT Coupe with the NA 2.0L 3S-GE engine producing 154 metric horsepower (113 kW; 152 hp).
- GT T-Bar with the NA 2.0L 3S-GE engine.
- There were no turbo models officially offered to the European market; however, many Japanese models were sold via the grey market.
- US market trim levels:
- MR2 with a NA 2.2L 5S-FE engine producing 130 hp (97 kW) and offered with a four-speed A/T or five-speed M/T.
- MR2 Turbo with a turbocharged 2.0L 3S-GTE engine producing 200 hp (149 kW), offered only with a 5-speed M/T (offered solely with the T-bar roof after early 1993).
Mechanical differences on the Turbo models include, but are not limited to:
- 3S-GTE engine with associated air to air intercooler and different exhaust configuration;
- Stronger and heavier E153 gearbox with different ratios and stronger axles;
- Larger fuel pump and radiator.
- Models with 3S-GE and 3S-GTE engines had twin-piston front brake calipers. Models with the 5S-FE engine had only single-piston calipers.
[edit] Revisions and model year changes
The second-generation MR2 underwent a variety of changes during its 10 years of production, grouped in four different periods:Late 1992:
- Revised rear suspension (longer toe links)
- 15" wheels and wider tires on all models
- Larger brakes
- Shorter shift lever and smaller knob
- Viscous LSD option (turbo only)
- Upgraded transmission synchronizers
- US turbo models now only sold with T-bar roof (except for a few sold in early 1993)
- European 3S-GE now rated at 180 PS (130 kW; 180 hp)
- American 5S-FE now rated at 135 hp (101 kW)
- Japanese 3S-GTE now rated at 245 PS (180 kW; 242 hp)
- Round tail lights
- Color-coded center panel, front lip and side skirts, one-piece spoiler
- Passenger airbag
- American sales cease in 1995; turbo models are not offered in California-emission states after 1994
- Fender mounted turn signals on all models
- European 3S-GE down-rated to 170 PS (130 kW; 170 hp)
- Clear fender mounted turn signals
- New five-spoke 15" wheels
- Adjustable rear spoiler
- Red rings around gauges, red stitching on leather shift knob (and on leather seats on turbos)
- Japan receives the new BEAMS 3S-GE rated at 200 PS (150 kW; 200 hp)
[edit] TRD2000GT
In 1998, Toyota Racing Development offered an official kit body conversion and tuning program for MR2 owners to transform their existing SW20 MR2 into a wide-body TRD2000GT replica car. This was to pay homage to the TRD2000GT wins in the GT-C Japanese racing series, since the TRD2000GT racing series cars were based on the SW20 floor pan. Toyota also did the same with their Supra Twin Turbo model, offering a conversion service to transform these cars into a TRD3000GT.[20]
The Toyota Technocraft Ltd. TRD2000GT had a 60 mm (2.4 in) wider front and rear track (due to the addition of wider wheels and tires). Virtually every car converted also had other TRD parts fitted too, including extensive changes to both the suspension and engine. Most cars left the factory making more power due to TRD bolt-ons, some cars even left the factory boasting up to 500 metric horsepower (370 kW; 490 hp) and less than 1100 kg (2425 lb) for a very impressive power to weight ratio. While TRD Japan only offered a small number of kits with all body parts required for third-party conversion, Toyota Technocraft Ltd. offered complete car conversions.
Apart from the cars listed on the TRD2000GT register[21] it is unknown how many original Toyota Technocraft Ltd. cars still exist today, but it is rumored that a small number of conversion kits were imported from TRD Japan into the US for conversions. In many respects the extended body can be compared to that of a Porsche Turbo wide body. The car's width is extended and body dimensions dramatically changing the car's overall visuals. Very little is known about these cars outside of Japan.[22]
[edit] Motorsport
[edit] Le Mans: SARD MC8-R
The Sard MC8-R was a modified and lengthened version of the SW20 built for GT racing by Toyota's works team SARD (Sigma Advanced Research Development). The MC8-R housed a twin-turbo version of the 4.0 liter Toyota 1UZ-FE V8 producing 600 bhp (450 kW).[23] Eligible for the GT1 category, the MC8-R lacked pace against the new generation sports cars and homologation specials such as Porsche 911 GT1, but did compete alongside a similarly modified Toyota Supra. One MC8 road car was built in order to meet homologation requirements, but its current whereabouts are unknown.
- The MC8-R made its first outing in the 1995 24 Hours of Le Mans piloted by Alain Ferté, Kenny Acheson, and Tomiko Yoshikawa. It retired after 14 laps. Later that year the car attempted the 1000km Suzuka, this time managing to finish 26th overall.
- One MC8-R was entered in the 1996 24 Hours of Le Mans, piloted by Masanori Sekiya, Hidetoshi Mitsusada, and Masami Kageyama. The team qualified 37th and finished 24th, second-to-last of finishers.
- The team also entered the 1997 24 Hours of Le Mans, but driver Olivier Grouillard failed to make it past pre-qualifying.[24] Two cars were also entered in the FIA GT Championship round at the 1997 Suzuka 1000km (one by Team Menicon SARD and one entered by IDC Ootsukakagu SARD), but neither car managed to finish. It was replaced for the following year with the Toyota GT-One.
[edit] Japanese Grand Touring Championship (now Super GT)
1998- Team Taisan Jr. with Tsuchiya campaigned a Toyota MR2 powered by the factory 3S-GTE powerplant in the 1998 JGTC season. Keiichi Tsuchiya and Shingo Tachi drove five class victories in seven races, winning the teams' championship and tying for the drivers' championship.
- For following year, Team Taisan Jr. moved to a Porsche chassis in GT300, while Momocorse Racing Team with Tsuchiya campaigned another Toyota MR2 and won both championships. Morio Nitta and Shin'ichi Takagi drove to one victory, two 2nd places, and one third place to secure the teams' championship, with Nitta winning the drivers' championship by just one point over the Nismo Silvia that was driven by Takeshi Tsuchiya and Yuuji Ide. Momocorse Racing would move to the MR-S chassis for the 2000 season, marking the end of the SW20's participation in JGTC.[25][26]
[edit] Third generation (W30; 1999–2007)
 | |
| Also called | Toyota MR-S (Japan) MR2 Spyder (North America) MR2 Roadster (Europe) |
|---|---|
| Production | Oct 1999–Jul 2007 |
| Body style | 2-door convertible |
| Layout | MR layout |
| Engine | 1.8L 140 PS (103 kW) I4 (ZZW30) |
| Transmission | 5-speed manual 6-speed manual (Europe) 6-speed Sequential Manual |
| Wheelbase | 96.5 in (2,451 mm) |
| Length | 153 in (3,886 mm) |
| Width | 66.7 in (1,694 mm) |
| Height | 48.8 in (1,240 mm) |
| Curb weight | 2,195 lb (996 kg) |
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 the Tokyo Motor Show, which had slightly more angled and rigid appearance than the current production model, which included additional curves for a more aerodynamic and appealing look. The MR2 Spyder chief engineer Harunori Shiratori 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."[19]
The only engine available for the ZZW30 was the all-aluminium 1ZZ-FED, a 1794 cc straight-4. 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 MR2 in some markets. 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 6.8 to 8.7 s depending on the transmission option,[27][28] the Sequential Manual being unable to launch and shift as quickly as the clutch operated manual. Curb weight was 2,195 pounds (996 kg) for manual transmission models, making this model the lightest of the MR2 series.
In addition to the 5-speed manual transmission, a 5-speed or 6-speed Sequential Manual Transmission (SMT) was also available starting in 2002. SMT is standard feature in Australian market; however, air conditioning was optional. After 2003, a 6-speed SMT was an option. The SMT had no conventional H-pattern shift lever or clutch pedal. The driver could shift gears by tapping the shift lever forward or backward or by pressing steering-wheel mounted buttons. Clutch engagement is automatic, and the car will automatically shift to neutral when stopping. Cruise control was never offered with the manual transmission, but was standard for SMT cars.
The MR2 Spyder was also distinguished from most of its competition (including the Honda S2000, Mazda Miata, and Porsche Boxster) by a standard-equipment heated glass rear window. At the time of its debut, most convertibles were still using a plastic rear window. A hard top was also available from Toyota in Japan and Europe, though it was expensive.
[edit] Introduction configuration and changes by year
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 US and Europe as a "monospec" level, which included the same features as Japan's "S" trim level.
- 5-speed Sequential Manual Transmission introduced
- MR2 Spyder introduced in Australia; SMT is the only available transmission
- New paint colors
- New front and rear fascias, standard fog lights, power antennae, and color-matched side air intakes
- 16" rear wheels with larger tires
- New seats, slight changes to the gauge cluster and interior
- Sequential Manual Transmission now has six forward gears and faster shifting
- New springs, dampers, and a new underbody brace
- Strengthened unibody for crash intrusion protection (resulting in 10 kg (22 lb) greater curb weight)[19]
- Ride height increased approximately 1" in all markets
- 6-disc in-dash CD player standard
- Last year of sales in North America
- Last year of sales
- Special "V-Edition" and "TF300" editions sold only in the United Kingdom.
[edit] Performance and handling
The feedback for the new model was somewhat mixed - some liked its all new design concept, while the fans of the SW20 would've liked it to continue along the path of the previous model. All agreed, however, that the ZZW30 had nearly perfect handling. The ZZW30 is considered to be the best-handling MR2 in both overall limit and controllability. For example, Tiff Needell, a very experienced race driver and the former host of the BBC TV show Top Gear, praised the handling of the ZZW30.[29] Although some complained of the relative lack of power, many owners have opted to switch out the 1ZZ-FE engine in exchange for the 180 PS (130 kW) 2ZZ-GE found in the Celica and Lotus Elise.[edit] Motorsport (Super GT)
- In 2002, Morio Nitta and Shinichi Takagi shared the GT300 drivers' championship in the ARTA MR-S.
- Team Reckless' MR-S won both drivers' and teams' championships in 2005, driven by Kota Sasaki and Tetsuya Yamano.
- For 2007, Kazuya Oshima and Hiroaki Ishiura shared the drivers' championship in the Toy Story APR MR-S, with wins at Okayama and Sepang, but lost the teams' championship by six points to the Mooncraft Shiden prototype racer of team Privée Kenzo Asset Shiden.
[edit] The end of the Spyder
In July 2004, Toyota announced that sales of the MR2 (as well as the Celica) would be discontinued in the US at the end of the 2005 model year because of increasing competition and lack of sales.[31] The ZZW30 sold 7,233 units in its debut year, falling to just 901 for the 2005 model, for a total of 23,868 through its six years of production in the US. The 2005 model year was the last for the MR2 in the US. While the MR2 Spyder was not sold after 2005 in the US, it was offered in Japan, Mexico, and Europe until 2007. Production of the car ceased permanently in July 2007.[edit] Special editions
As a farewell to the MR2, Toyota produced 1000 limited-production V-Edition cars for Japan and the UK. They are distinguished by different color wheels, titanium interior accents, minor body changes, a helical limited slip differential, and different steering wheel trim.[32]Also for model year 2007, the United Kingdom received 300 models in a special numbered TF300 series. A special 182 bhp (136 kW) turbocharged variant called the TTE Turbo (TTE standing for Toyota Team Europe) was available as a dealer-installed package. This package was also available for fitting to customer MR2s.
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