Toyota MR2 - WikiHQ

The Toyota MR2 is a two-seater sports car which was manufactured and marketed by Toyota from 1984 until 2007 over three generations. It was the first Japanese rear-mid-engine, rear-wheel-drive production car and was sold around the world. The first generation (W10) was produced from 1984 to 1989, the second generation (W20) from 1989 to 1999, and the third generation (W30) from 1999 to 2007.

Conceived as a small, economical and sporty car, the MR2 features a straight-four engine, transversely mounted in front of the rear axle, four-wheel disc brakes, and fully independent coilover suspension with MacPherson struts on each wheel.

The name MR2 stands for either "mid-ship run-about 2-seater" or "mid-engine, rear-wheel-drive, 2-seater". In French-speaking markets, the vehicle was renamed Toyota MR because the abbreviation "MR2" sounds like the profanity "merde" when spoken in French.

Origins

The MR2 derived from a 1976 Toyota design project with the goal of a car which would be enjoyable to drive, yet still provide good fuel economy – not necessarily a sports car. Design work began in 1979 when Akio Yoshida from Toyota's testing department started to evaluate alternatives for engine placement and drive method, finalizing a mid-transverse engine placement. Toyota called the 1981 prototype SA-X.

From its original design, the car evolved into a sports car, and further prototypes were tested both in Japan and in the US. Significant testing was performed on race circuits including Willow Springs, where former Formula One driver Dan Gurney tested the car.

All three generations were in compliance with Japanese government regulations concerning exterior dimensions and engine displacement. The MR2 appeared around the same time as the Honda CR-X and the Nissan EXA from Japan, the Pontiac Fiero and Ford EXP from North America, and about a decade after the VW Scirocco and Fiat X1/9 from Europe made their debut.

Toyota debuted its SV-3 concept car in October 1983 at the Tokyo Motor Show, gathering press and audience publicity. The car was scheduled for a Japanese launch in the second quarter of 1984 under the name MR2.

First generation (W10; 1984–1989)

Toyota introduced the first-generation MR2 in 1984, designating it the model code "W10". When fitted with the 1.5-liter 3A engine, it was known as the "AW10". Likewise, the 1.6-liter 4A version is identified by the "AW11" code.

In Japan, the MR2 was marketed exclusively via Toyota's Toyota Auto Store and Toyota Vista Store, both rebranded in 1998 as Netz Toyota Store. At its introduction in 1984, the MR2 won the Car of the Year Japan.

thumb|1986 MR2 in Light Blue Metallic

As Toyota engineered the MR2 to accommodate a 2-liter engine, its primary features included its light body (as low as in Japan and in the US), strong handling, and low-power small-displacement engine. The car is often referred to as the AW11, referring to the chassis code of the most common 1.6-liter, A-engined versions.

The MR2's suspension and handling were designed by Toyota with the help of Lotus engineer Roger Becker. Toyota's cooperation with Lotus during the prototype phase can be seen in the AW11, and it owes much to Lotus's sports cars of the 1960s and 1970s. Toyota's active suspension technology, called TEMS, was not installed. With five structural bulkheads, the MR2 was quite heavy for a two-seater of its size.

Toyota employed the naturally aspirated 4A-GE straight-four engine, a DOHC four-valve-per-cylinder motor, borrowed from the E80 series Corolla. This engine was also equipped with Denso electronic port fuel injection and T-VIS variable intake geometry, giving the engine a maximum power output of in the US, in the UK, in Europe (with or without catalytic converter), in Australia and in Japan. Japanese models were later detuned to . A five-speed manual transmission was standard, with a four-speed automatic available as an option.

Road tests delivered 0– times in the mid- to high-8 second range and Dragstrip| times in the mid- to high-16 second range, significantly faster than the four-cylinder Pontiac Fiero or Fiat X1/9. In the home market, the AW10 base model was offered, which used the more economical 3A-U engine rated at .

In 1986 (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 at 6,400 rpm and of torque at 4,400 rpm and accelerated the car from 0 to in 6.5 to 7.0 seconds. 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 for supercharged models, due to the weight of the supercharger equipment and a new, stronger transmission.

Japanese model changes:
Supercharged model introduced, offered with four-speed A/T or five-speed M/T
T-bar roof option available
Color-keyed front lip and bumpers, side stripes, mudflaps, side skirts option now available
Mudflap removed for models equipped with "Aerodynamic Spoiler Package" as the side skirts are full-length along the side
Rear sunshade with Toyota logo above rear window added
Third brake light added
Leather interior option now available
Bigger 212 mm flywheel and clutch for naturally aspirated models
Rear anti-roll bar discontinued on North American models

;MK1b Facelift – August 1986 (MY 1987)

thumb|1988 Toyota MR2 Supercharged (North American model)

;1988 (MY 1989)

T-bar glass panels changed from smoked (clear) to mirrored (opaque)
Color-code door handle and side mirrors for all models
Incandescent third brake lamp replaced by LED strip integrated into the rear spoiler
More aerodynamic wing mirrors introduced, with optional power retract mechanism
North American supercharged models equipped with rear anti-roll bar

The changes in MY 1986 and MY 1987 occurred in parts. Instead of a drastic change in MY 1987 models for the above MK1b upgrades, some MK1a parts continued on in early MY 1987 cars while some MK1b parts came on MY 1986 cars as options. An example is that some MY 1987 cars still retained the old "flat" front bumper despite having MK1b upgrades everywhere else on the car. Some early MY 1987 7-rib engines came with the earlier blue top valve cover. This was also noticed in the rear sway bar removal for the MY 1986. Some MY 1986 cars have a rear sway bar, while the mounting tabs on the strut housing were either there for both sides, only one side, or none at all depending on when Toyota ran out of the older rear struts with mounting tabs as production used up parts.

File:TOYOTA 222D White (1985, The second-stage prototype).jpg|Toyota WRC Group S 222D MR2 Prototype

File:Toyota MR2 Group S.jpg|A black Toyota 222D rally car

File:Toyota WRC Group S 222D MR2 Prototype - Flickr - andrewbasterfield (1).jpg|The 222D's engine bay exposed

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Second generation (W20; 1989–1999)

The MR2 went through a redesign in 1989 (though North America did not receive them until early 1990 as 1991 models). The new car was larger, weighed more than its predecessor due to having a more luxurious and spacious cabin, larger engine sizes, sturdier transaxle, and a more durable suspension setup. The overall design of the automobile received more rounded, streamlined styling, with some calling the MR2 SW20 a "baby Ferrari" or "poor man's Ferrari" due to design cues similar to the Ferrari 308 GTB/GTS or Ferrari 348.

Like the AW11 before it, Toyota focused on fine-tuning the handling capabilities of the SW20, seeking advice from professional race car drivers, including Dan Gurney of Formula One, NASCAR, and Le Mans fame.

When the AW11 was still in production and before the SW20 was officially shown to the public, several rumors were spreading stating that Toyota was building yet another mid-engine sports car, one that would have a 3.0-liter V6 engine that could directly compete with the 348, though this specific rumor was later shot down under the pretense that such a car would belong under the Lexus brand.

Japanese market trim levels:

G with an NA 2.0L 3S-GE engine producing ; with an A/T standard and an optional M/T. The G was the base model of the SW20 line-up. Standard features included: manual steering, manual climate control but no air conditioning, electric mirror adjustment but manual folding, and fabric door/seat trim. The rear spoiler was optional.
G-Limited with the NA 2.0L 3S-GE engine; an A/T was standard or an M/T was optional. The G-Limited was the higher-specification naturally aspirated SW20. Additional standard features: electric folding mirrors, power steering, steering fog lamps, and rear spoiler.
GT-S with a turbocharged 2.0L 3S-GTE engine producing ; an 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. All Japanese market cars came equipped with electronic climate control featuring 2 stage air conditioning.

European market trim levels:

Coupé with the NA 2.0L 3S-FE engine producing (not available with T-bar roof). This model had no rear spoiler or front fog lights
GT-i Coupé with the NA 2.0L 3S-GE engine producing .
GT-i T-Bar with the NA 2.0L 3S-GE engine. Options included as standard were full leather seats/door cards and the premium, eight-speaker audio system.

: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 and offered with a four-speed A/T or five-speed M/T.
MR2 Turbo with a turbocharged 2.0L 3S-GTE engine producing at 6,000 rpm and at 3,200 rpm of torque, offered only with a 5-speed M/T (offered solely with the T-bar roof after early 1993).

Differences between the normally aspirated and turbocharged models include the "Turbo" emblem (US) on the rear trunk, 'TWIN CAM 16 TURBO' decal above the side intake (Japanese market), a fiberglass engine lid with raised vents, fog lights, and an added interior center storage compartment located between the two seats. All SW20 MR2s came with a staggered wheel setup, with wider wheels and tires in the rear than in the front.

Mechanical differences on the Turbo models include:

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.

The US market MR2 Turbo model was able to accelerate from in 6.1 seconds and finish the 1/4 mile in 14.7 seconds.

The Revision 1 Turbo SW20 can pull 0.89g at the skidpad, with later revisions averaging 0.90g – 0.94g.

Revision 2 cars were fitted with Yokohama A022 tires; coincidentally, the Honda NSX also uses a special variant of the A022.

Best Motoring, a Japanese automobile TV show, raced a stock Revision 5 GT-S Turbo versus other Japanese market contemporaries on the Tsukuba Circuit, with the MR2 winning the circuit race. In the rankings of personal bests, a Rev 2 GT-S was able to clock 1:08.00 at Tsukuba Circuit.

thumb|1993 Turbo Interior (US)

thumb|1991 MR2 SW20 (US)

thumb|MR2 SW20 Revision 2

thumb|MR2 SW20 Revision 3 (with non standard wheels)

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:

;1989 (Revision 1)

Introduction of the new generation.

;January 1992 (Revision 2, MY 1993)

thumb|3S-GE equipped SW20

Revised rear suspension with longer toe links
Revised front suspension which removed castor angle adjustment
Larger front lip
15-inch wheels and wider tires on all models (front: 195/55/15, rear: 225/50/15)
Larger brakes (turbo only in US market, all cars for Japanese and European markets)
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)
Canadian sales cease after 1993
EBFD and TC added as options on Japanese market models

;November 1993 (Revision 3, MY 1994–1995)

thumb|1992 SW20 T-Top. Note the 3-piece spoiler that integrates with the body.

European & Japanese market 3S-GE now rated at 173 hp
Japanese market 3S-GTE (Gen 3) now rated at
American market 5S-FE now rated at .
American market Turbo models retained the Gen 2 3S-GTE.
Round "Kouki" tail lights
Prior 3-piece rear wing replaced with revised one-piece
Color-coded center panel, front lip, and side skirts.
Passenger airbag (not available for the Japanese market)
Viscous LSD added as standard in Japanese market Turbo models
Japanese market E153 gearbox revised with upgraded synchros
Cruise control no longer an option on Japanese market models
Upgrades made to ABS system, which now induced an acceleration sensor located behind the gear stick
Upgrades to electronic power steering system (EHPS) to boost assist at low speeds and reduce assist at high speeds
Strengthening pieces added to rear strut towers
American sales cease in 1995; turbo models are not offered in California-emission states after 1994

;June 1996 (Revision 4, MY 1996–1997)

Fender mounted turn signals on all models
5-spoke alloy wheels featured diamond cut faces
Passenger airbag added as an option in Japanese market
Revisions to ABS system
European 3S-GE down-rated to 168 hp due to the introduction of EGR.
Unavailable in North America

Revision 5 : 1998–1999 Model (Introduced Nov-1997):

thumb|The 1998+ year model SW20s were equipped with a large, adjustable "combat" spoiler and had clear corner front lenses.

Clear fender mounted turn signals
New 15-inch wheels featuring narrower spokes
Adjustable rear spoiler, revised from the earlier versions
Red rings around gauges, red stitching on leather-wrapped shift knob (and on leather seats on turbos)
Japan receives the new BEAMS 3S-GE rated at

Changes to the suspension geometry, tire sizes and power steering in January 1992 (MY 1993) were made in response to journalist reports that the MR2 was prone to "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 solution. In any car, braking shifts the weight forward, and acceleration to the rear. When drivers enter a corner with too much speed, and lift the throttle mid-corner, the weight transfers forward causing the rear tires to lose traction (called lift-off oversteer), which can result in 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 some drivers lament the change and claim that it "neutered" the sharp edge the MR2 was known for. Toyota claimed that the changes were made "for drivers whose reflexes were not those of Formula One drivers".

Special variants

TRD2000GT

thumb|TRD2000GT, the bodykit gives a wider, more aggressive stance.

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. The TRD2000GT body kit widened the MR2 by a total of . Prior to MR2s being fitted with the TRD2000GT body kit, TRD had its customers select which additional engine, suspension, wheel, and interior upgrades they wanted. For this reason, no two TRD2000GT MR2s are alike. It is rumored that at least one was built to produce up to whereas some others had few modifications to their engines.

In order to ensure exclusivity, a high price tag was charged and total of just 35 factory car conversions were completed by Toyota Technocraft Ltd. Each official Technocraft-converted car was made using lightweight fiberglass components (front fenders, trunk lid extension, rear quarter panels, gas door, front and rear bumpers, 3-piece wing) and re-classified as completely new cars (with their own specially numbered TRD VIN plate riveted to the body to indicate their authenticity and rarity).

The Toyota Technocraft Ltd. TRD2000GT had a 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 and less than . 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 it is unknown how many original Toyota Technocraft Ltd. cars still exist today, but it is rumored that approximately 10 conversion kits were imported from TRD Japan into the US for conversions. Very little is known about these cars outside Japan.

TOM'S T020

thumb|TOM'S T020 complete car

thumb|TOM'S T020 badge

Apart from Toyota Racing Development, TOM'S also released official body kits and a variety of tuning parts for the MR2. The "T020" as it was called, was powered by a naturally aspirated 2.2L stroked 3S-GE that produced at 6,800 rpm, this was due to more aggressive "F3" cams, a stroker kit, better intake flow with the aid of the "TOM'S Hyper Induction Carbon" intake kit, and an upgraded exhaust system labeled the "TOM'S Barrel", a lightened flywheel was also equipped to help the engine rev easier. The T020 also featured a more race-oriented suspension/chassis set up via camber kits, upgraded tie-rods, strut bars, roll center adjusters, stiffer springs, race shock absorbers, and sports brake pads. These modifications lowered the vehicle's center of gravity for increased agility and stability while cornering. The engine modifications enabled the T020 to accelerate from in 4.9 seconds. A sportier look was given to the vehicle as well through engine scoops, side skirts, a Ferrari 348-esque rear light grille, forged wheels, revised bumper designs, and a larger rear spoiler.

While the T020 normally featured natural aspir ation, TOM'S also produced equipment for turbocharged models — e.g. wastegates, boost controllers, air filters, a 3S-GTE version of their "TOM'S Barrel" exhaust system, and "T.E.C. II" Engine Control Units. TOM'S still keeps a T020 part list on their website, and there are still T020 part catalogues in circulation between buyers to this day, albeit second-hand.

thumb|An MR Spider with the unique engine lid.

SW20 Spider

Between 1996 and 1999, Toyota TechnoCraft (TTC) produced 88 or 91 SW20 MR2 Spider convertible conversions. These cars featured a retractable cloth soft top roof and exclusive wingless trunk and engine lids. Most Spiders had automatic transmissions, naturally aspirated engines, and Lucerne Silver paint with blue side mouldings and black and blue accented cloth seats. The Toyota name and logo were not applied to these cars due to concerns about roof leaks.

Aftermarket

During its production, the SW20 enjoyed a myriad of tuning parts from Japanese tuners such as HKS, Blitz, Phoenix Power, etc. While some companies only offered aesthetic modifications for the SW20, others such as Phoenix Power offered modifications such as a tuned ECU, long block modifications, and a trunk-mounted intercooler combined with a T04R turbocharger. The Phoenix Power MR2 also featured a large rear wing reminiscent of the 911 (993) GT2 for increased downforce at high speeds, and a reworked suspension set up with Öhlins equipment. Japanese tuner Border Racing, made available several parts as well, consisting mostly of parts that improved the car's suspension geometry, namely roll-center adapters, extended tie rods, etc., though they have also produced intercooler kits for the car and several interior pieces. AP Racing at a time also produced a brake kit as well for the MR2, but this has been discontinued. Performance parts manufacturer JUN offered engine upgrades for the MR2's 3S-GTE engine which came in the form of stroker kits, which were co-developed with Cosworth, and also offered lightened flywheels, cam gears, and camshafts.

The 2GR-FE V6, used in various Toyota and Lexus models, is a popular engine swap candidate for the MR2, especially the SW20 generation.

Reception

The SW20 garnered generally favorable reviews during its production life, with various sources complimenting the styling, power, and responsive handling. Car and Driver noted the revised SW20's braking capabilities to be superb, stating that 70 mph to standstill could be done in 157 feet, rivaling that of the Honda NSX. Former Top Gear host and racing driver Tiff Needell commended the SW20's handling having said that it "encourages you to drive with enthusiasm" in a review back in 1990. He did note however, that the sudden transition from understeer to oversteer may be startling for some people. Such a label may be true as MR2s are one of the more affordable automobiles with an MR platform.

Motorsport (W20)

thumb|The MR2 Championship, a series in the UK that makes use of both the SW20 and ZZW30 models. Both cars are kept relatively stock except for the addition of safety equipment.

Early in the 1990s, the SW20 enjoyed considerable motorsport success throughout the world. Several teams fielded the MR2 in the Swiss Touring Car Championship, as well as in the South-East Asian Supercar Championship, with much success. The chassis was also used for a time during the mid 90s in the Fuji Freshman Series in Japan in which the SW20 succeeded the earlier AE86 chassis. , both the SW20 and ZZW30 chassis are used in 750 Motor Club's MR2 Championship in the UK which started in the early 2000s.

SARD MC8-R

SARD (Sigma Advanced Research Development) built a heavily modified and lengthened version of the SW20 for GT racing called the SARD MC8-R. It used a heavily modified MR2 frontal chassis with a custom rear chassis made to fit a twin-turbo version of the 4.0-liter 1UZ-FE V8 producing . This is the first car which only used the frontal chassis of a production car and was effectively a purpose-built semi-sports-prototype that successfully got GT1 homologation. The overall construction method of this car (a heavily modified production car frontal chassis with race-built rear chassis combined into a style of semi-prototype) inspired Porsche to make 911 GT1 homologation specials which dominates the GT1, and foreshadowed the cancellation of GT1.

Japanese Grand Touring Championship (now Super GT)

With JGTC being the highest form of sports car racing in Japan, many manufacturers and private teams alike spent countless hours of research and development into perfecting their respective chassis. Toyota would enter their premier production cars, namely the Celica, MR2, and Supra. Unlike the experimental MC8-R, the MR2 JGTC shared more qualities chassis wise to the road-going production car, though it had a lower ride height than the standard SW20s, was wider, featured advanced aerodynamics and Brembo racing brakes. While it kept the MacPherson suspension setup from the road car, these components too were heavily modified (strut towers were more inward). The standard E153 5-speed transmission was swapped out for a race sequential transmission, which was mated to a race-spec version of the 3S-GTE engine. With the car's interior gutted, the intercooler was placed in the forward section of the vehicle with pipes travelling to and fro inside the cabin, as opposed to in the engine bay as a "side-mount" in production MR2s. Having won back to back in the years 1998 to 1999 against arguably more sophisticated race cars such as the BMW M3, Porsche 911, Ferrari F355, Toyota has proven that the SW20 chassis was competitive enough for top level sports car racing.

1998

Team Taisan Jr. with Tsuchiya campaigned a MR2 #25 powered by the factory 3S-GTE powerplant in the 1998 JGTC season. Keiichi Suzuki and Shingo Tachi drove an amazing five GT300 victories out of six races (as the Fuji Speedway race was cancelled due to inclement weather and several accidents), winning the teams' and drivers' championship for GT300 accumulating a total of 106 points. Their #25 MR2 also participated and won the "All-Star race" at the end of the year.

1999

For following year, Team Taisan Jr. moved to a Porsche chassis in GT300, while MOMOCORSE A'PEX Racing Team with Tsuchiya campaigned a crimson MR2 and won both teams' and drivers' championships. Morio Nitta and Shinichi 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 Yuji Ide. Momocorse Racing would move to the MR-S chassis for the 2000 season, marking the end of the SW20's participation in JGTC.

Land speed record

In 1992, Dennis Aase, a member of Toyota's American factory team, became the first driver to achieve over in the cars class as he took his SW20 to a average. The car posted on the two opposing runs required for the record.

The car, which previously saw action at the Firestone Firehawk Endurance Championship by P. J. Jones, ran with a boost of with changes to the intake and exhaust systems and the cam timing, output a maximum of . The car ran with its stock body apart minus wing mirrors and wiper blades. His attempt at improving his record the following year was thwarted by poor weather.

, the G/BGT record (Class G, Blown Grand Touring Sports or 2 Liter production turbo-charged GT) still stands.

Third generation (W30; 1999–2007)