Toyota MR2

Toyota MR2

Manufacturer	Toyota Motor Corporation
Production	1984–2007
Assembly	Sagamihara, Japan
Class	Sports car
Layout	RMR layout

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: 1984–1989, with angular, origami-like lines, 1990–1999, which had styling that some compared to Ferrari sports cars, and 2000–2007, which somewhat resembled the Porsche Boxster.^[1] It was designed to be small, with an economical powerplant, but sporty in style and handling.

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 "mid-engine, rear-wheel-drive, 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".

First generation (MkI) AW10/AW11 (1984–1989)

First generation
(AW10/AW11)

Production	1984–1989
Body style(s)	2-door coupé
Layout	MR layout
Engine(s)	1.5 L 3A I4 1.6 L 4A-GE 1.6 L 4A-GZE (supercharged)
Transmission(s)	4-speed automatic 5-speed manual
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	2189 lbs (993 kg)

1986 MR2 AW11 in Light Blue Metallic

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 2,095 lb (950 kg) in Japan and 2,350 lb (1066 kg) in the US), superior handling and lightly-powered, small-displacement engine.

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.^[3] 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 1587 cc straight-4 engine, which was the first mass-produced dual overhead-cam, four-valve-per-cylinder motor.^[4] 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 horsepower (84 kW) in the US, 128 horsepower (95 kW) in Europe, 118 horsepower (88 kW) in Australia and 130 metric horsepower (96 kW) in Japan, later downrated to 120 PS (88 kW)^[5]. 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.^[6][7][8] 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 top-mount intercooler. The supercharged version was not equipped with T-VIS and its compression ratio was lowered to 8:1. It produced 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.^[9] The supercharger was belt-driven but actuated by an electromagnetic clutch, so that it would not be driven except when needed, increasing fuel economy. A fuel selector switch was also added, 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, rear sway bar, and received special "tear-drop" aluminium wheels. The engine cover had two raised vents (of which only one was functional) which visually distinguished it from the normally aspirated models. It was also labeled "Supercharged" on the rear trunk and body mouldings behind both doors. Unfortunately, this model was never sold in European markets, although some cars were privately imported.

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 sway bar discontinued on North American models

1987

• 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, and seat colors

1988

• Supercharged model available in North America

1989

• Incandescent third brake lamp replaced by LED strip integrated into the spoiler
• North American supercharged models equipped with rear sway bar

1986 Toyota MR2 (AW11)

Late-model Right-Hand Drive Cabin

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, since only vehicles produced in the United States were eligible until 1999. The 1985 winner, the Volkswagen GTI, was produced in Pennsylvania at the time.) The MR2 was also on Car and Driver magazine's Ten Best list for 1986 and 1987. In 2004, Sports Car International named 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.^[10] 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.^[11]

Toyota 222D rally car

Toyota 222D Rally Car

While Toyota's front-engine, rear-drive Celica rally cars proved dominant in the African Group B rallies of the 1980s, they were at a disadvantage on the twistier European stages. Thus in 1985 Toyota Team Europe started a rally project codenamed "222D" based on the MR2, for competition in Group S and potentially Group B as well. Though somewhat similar on the outside, it's clear that it shared virtually nothing with the production car. Little is known about this project since it never competed before Group B was canceled in 1986.

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).^[12][13] A V6-powered prototype was also rumored to exist, but has never been seen in public.

Second generation (MkII) SW20/SW21/SW22 (1990–1999)

Second generation
(SW20/SW21)

Production	1989–1999
Body style(s)	2-door coupé or T-top
Layout	MR layout
Engine(s)	2.2 L 5S-FE I4 2.0 L 3S-GE I4 2.0 L 3S-GTE I4 Turbocharged
Transmission(s)	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	2,782 lb (1,262 kg) (turbo T-top); 2,599 lb (1,179 kg) (non-turbo hardtop) [14]
Designer	Kazutoshi Arima Tadashi Nakagawa (roadster)

The MR2 went through a complete redesign in 1989; the car was larger in every dimension and weighed 350 to 400 pounds (160 to 180 kg) more than its predecessor. 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 348 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. North America did not have a 1990 model year; 1991 cars arrived in late 1990.

• Japanese market trim levels:

1. 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 were: climate control, electric mirrors, fabric door/seat trim.
2. 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.
3. 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.
4. 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:

1. Coupe with the NA 2.0L 3S-FE engine producing 138 hp (103 kW) (not available with T-bar roof).
2. GT Coupe with the NA 2.0L 3S-GE engine producing 154 metric horsepower (113 kW; 152 hp).
3. GT T-Bar with the NA 2.0L 3S-GE engine.

There were no turbo models officially imported to the European market, however many Japanese models were imported via the grey market.

• U.S. market trim levels:

1. 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.
2. 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).

There are many subtle visual differences between the normally-aspirated and turbobcharged models: including the "turbo" emblem (USDM) on the rear trunk, a fiberglass engine bonnet with raised vents, fog lights (though some JDM and European NA models came with 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. In the U.S. there are two different chassis codes: SW21 for the MR2 NA model and SW22 for the MR2 Turbo model.

Mechanical differences on the Turbo models include, but are not limited to:

• 3S-GTE engine with associated intercooler and different exhaust;
• Stronger and heavier E153 gearbox with slightly different ratios and stronger axles;
• Larger fuel pump, brakes, and radiator.

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.

A 1993 MR2

A 1996 MR2

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 Limited slip differential optional (turbo only)
• Upgraded transmission synchronizers
• Painted front lip
• US turbo models now only sold with T-bar roof (except for a few sold in early 1993)

Late 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 metric horsepower (180 kW; 242 hp)
• New round tail lights, color-coded center panel and side skirts, one-piece spoiler
• Passenger Airbag
• American sales cease in 1995; turbos are not sold in California-emission states after 1994

1996:

• Fender mounted turn signals on all models
• European 3S-GE down-rated to 170 PS (130 kW; 170 hp)

1998:

• 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)

These changes to the suspension geometry and tire sizes in 1992/93 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 cause. 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, weight shifts forward while causing the rear suspension to toe-out -- the recipe for cut-throttle 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.^[15] Toyota claimed that the changes were made "for drivers whose reflexes were not those of Formula One drivers." ^[16]

SW20 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.^[17]

TRD2000GT. Notice the wider, more aggressive stance.

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 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.

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.^[18]

SARD MC8-R

SARD MC8-R

Category	GT1
Constructor	Toyota/SARD
Technical specifications
Engine	Toyota 1UZ-FE 3968 cc V8 twin-turbo mid, longitudinally mounted
Transmission	Hewland VGC 6-speed (1995), March 5-speed (1996)
Competition history
Notable entrants	SARD
Debut	1995 24 Hours of Le Mans
Races Wins Poles Fastest laps 4 0 0 0
Constructors' Championships	0
Drivers' Championships	0

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 1UZ-FE V8 producing 600 bhp (450 kW).^[19] 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.

1995 and 1996 seasons

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.

1997 season and retirement

The team also entered the 1997 24 Hours of Le Mans, but driver Olivier Grouillard failed to make it past pre-qualifying.^[20] 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.

Third generation (MkIII) ZZW30 (2000–2007)

Third generation (ZZW30) Also called Toyota MR-S (Japan) MR2 Spyder (North America) MR2 Roadster (Europe) Production 2000–2007 Body style(s) 2-door convertible Layout MR layout Engine(s) 1.8L 140 PS (103 kW) I4 Transmission(s) 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)

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, the new MR2, designated "ZZW30," took a drastically different approach than the outgoing model. The new MR2 was a part of Toyota Project Genesis, a plan to attract buyers from the younger age bracket in an effort to increase sales in the United States. The most obvious change was the switch from a hardtop/open-roof option to a true convertible soft top, giving the car the 'Spyder' designation. It is distinguished from previous MR2s (and virtually all modern passenger cars) in the fact that all body panels are removable and non-structural; this appeals to kit-car builders as the entire appearance of the car can be changed with bolt-on panels. It is also 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 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."^[21]

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,^[22][23] 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.

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 United States and Europe as a "monospec" level, which included the same features as Japan's "S" trim level.

2003-2005 Toyota MR2

ZZW30 MR2 modified for road racing. Note the rare hardtop fitted.

2002

• 5-speed Sequential Manual Transmission introduced
• MR2 Spyder introduced in Australia; SMT is the only available transmission

2003

• 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

2004

• Strengthened unibody for crash intrusion protection (resulting in 10 kg (22 lb) greater curb weight)^[24]
• Ride height increased approximately 1" in all markets

2005

• 6-disc in-dash CD player standard
• Last year of sales in North America

'2007

• Last year of sales
• Special "V-Edition" and "TF300" editions sold only in the United Kingdom.

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.^[25] 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 hp (130 kW) 2ZZ-GE found in the Celica and Lotus Elise. During a comparison test during a Japanese motorsports show , "NA vs. Turbo" an MR2 Spyder out drove several more powerful cars. However, the driver of the ZZW30, Manabu Orido, allowed the other vehicles (a much higher powered S15 Silvia, S14 Silvia, and Amuse S2000) to catch up (in an effort to demonstrate the difference between NA and turbo) and ended in the ZZW30 losing to the higher powered S15 Silvia. Although it lost, it proved the top-class handling abilities of the MR2 Spyder.

Disney Japan and Toyota backed up racing team, Cars Racing introduced the "Lightning McQueen apr MR-S" in the 2008 Super GT season.

In 2002, Morio Nitta and Shinichi Takagis' ARTA Toyota MR-S won the 2002 JGTC/Super GT GT300 championship. A Reckless MR-S driven by Kota Sasaki and Tetsuya Yamano also won the 2005 championship. MR-S's competed in the series until 2008.

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.^[26] 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 United States, it was offered in Japan, Mexico, and Europe until 2007. Production of the car ceased permanently in January 2007.

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.^[27]

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 older MkIII MR2's.

VM180 Zagato

The Toyota VM180 Zagato was designed by Zagato, based on the MR-S, and built at Toyota Modelista International for sale in Japan only through the Toyota Vista dealer network. It was first shown on 10 January 2001 in Tokyo and then at the February 2001 Geneva Motor Show. The body panels are attached to the original MR-S chassis, as can be seen by the recess around the door handles.^[28] The stock engine was tuned to produce 155 bhp (116 kW).^[29]

References

External links

• Official Toyota MR2 site - UK
• Toyota MR2 Restoration Parts
• Autozine's MR2 Review
• MR2 turbo information and technical photographs
• MR2 Turbo Review
• MR2 UK Racing Series

	Japan MR2 Production car timeline, 1984–2006
Model		1984		1985		1986		1987		1988		1989		1990		1991		1992		1993		1994		1995		1996		1997		1998		1999		2000		2001		2002		2003		2004		2005
AW11			Before MC (1984.6~1986.8)				After MC (1986.8~1989.10)
SW20													Type I (1989.10~1991.12)					Type II (1991.12~1993.10)				Type III (1993.10~1996.6)					Type IV (1996.6~1997.12)			Type V (1997.12~1999.10)
ZZW30																																		MR-S (1999.10~2002.8)					MC 6 speed (2002.8~2004)			MC Rigid Body (2004~2006)