The MR2 blitz its competition with a 0-100km/h time of around 8.5 seconds and a ¼ mile time in the mid-to high 16 second range. The engine was mated to a snappy five-speed manual transmission or a four-speed automatic. Power output varied depending on the market, with Japanese and UK MR2’s producing 128hp, European 114 or 122hp (with or without a catalytic converter, Australian 118hp and Americans had to make do with 112hp.
#Toyota mr2 sequential manual transmission for sale series
The 4A-GE engine was borrowed from the E80 series Corolla and was equipped with DENSO electronic port fuel injection and a variable intake geometry.
When fitted with the 4A engine, it is known as the “AW11”, while the 1.5-litre 3A version was known as the “AW10”. The highlight of the range was the 128hp 1.6-litre DOHC 16v 4A-GE engine that was also used in the AE86. The Japanese domestic market received three different versions of the MR2 at launch, with two engine options available. Despite this, the car weighed in at a mere 977kg (American MR2s are heavier) split in a ratio of 44:56 front to back. The mid-engine layout of the MR2 required a complicated construction that contained five-high strength bulkheads. The MR2 name was a contraction of ‘Midship Runabout 2-seater’ and the car joined the Celica and Supra in Toyota’s range of sporty vehicles. With such a positive reception to the SV-3, Toyota pressed forward with the launch of the MR2 in June 1984. The two design teams from Toyota and GM both found out about their competitor’s cars at around the same time. It did however, borrow some of the design aspects from earlier Lotus sports cars.Īdditionally, the MR2 was not inspired by GM’s Fiero. Roger Becker of Lotus assisted in the development of the suspension design, but the car itself was completely designed and manufactured by Toyota. It is a common misconception that the MR2 was designed by Lotus and assembled by Toyota. However, Toyota soon left Lotus after the British manufacture set up a financial partnership with GM. To develop the SV-3, Toyota had brought in Lotus as a means of gaining performance and improving handling. For this reason, Yoshida added the sports nature to the project, which lead to the MR2. Toyota wanted the car to turn boring commutes into something a bit more fun. Interestingly, the SV-3 concept was designed primarily as a commuter, not as a sports car. It was to be the first mass-produced mid-engine car to come from a Japanese manufacturer. The car was scheduled to be launched in 1984 in the Japanese market, under the name MR2. Unveiled at the Tokyo Motor Show, the SV-3 concept garnered huge praise from both the public and motoring press. The next step in the MR2 story was the Toyota SV-3 concept, which was made public in the autumn of 1983. While the initial sketches of the prototype are instantly recognisable as the first generation MR2, the vehicle went through a number of changes before the first prototype, the SA-X, was unveiled in 1981. Former Formula One driver, Dan Gurney was heavily involved in the testing process of the Toyota MR2. The prototype became more of an actual sports car and was tested extensively in both Japan and in California.Ī significant amount of testing was performed on racing circuits such as Willow Springs. From this base design, the car began to evolve. He decided that the ideal place was in the middle of the car with the engine mounted transversely. Yoshida took it upon himself to investigate the best place to put the engine. However, due to the oil crisis of the 1970’s, the project was delayed until 1979 when Akio Yoshida started to work on the new vehicle. The story of the MR2 begins in 1976, when Toyota launched a design project with the goal of creating a car that would be great to drive, yet affordable and economical on fuel.
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