A MR2 costs, on average, $16,181.
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What’s the value of a Toyota MR2?
Depending on the trim level you select, the pricing range for the Toyota MR2 changes. ranging from $6,100 to $9,460 for the most recent year the model was produced. The following body types are offered for the model range, starting with the specifications for the engine and transmission underneath.
The Toyota MR2 is an uncommon automobile, right?
Unless you’re a devoted admirer of Toyota, it’s simple to forget about the Toyota MR2. It was a rear-wheel-drive (R), 2-seater sports car with a mid-engine (M) that functioned as a cheap roadster with excellent driving dynamics and Toyota dependability.
Does MR2 merit purchase?
One of the most underappreciated sports cars on the used auto market might be the Toyota MR2 Spyder. The MR2 is a surprisingly decent buy even though it may not be the most beautiful car ever and it’s definitely not a Lotus. Many people could argue that it’s a more cheap version of the Elise.
The MR2 is a two-door, two-seat vehicle with low storage and a loud exhaust like practically any other sports car. The fact that it’s enjoyable to drive does not imply that it is a useful vehicle or a good choice for a daily driver.
What is the remaining Toyota MR2 fleet?
1) The MR2 was initially intended to be a two-person, fuel-efficient commuting vehicle. However, the project was refocused to become a cheap sports car, a modern iteration of Toyota’s classic Sports 800, when this was thought to be too avant-garde for conservative purchasers.
2) Despite using the engine, chassis, and transmission from the modern Corolla to simplify mass production and cut costs, the MR2’s configuration made it the country of Japan’s first mid-engine production vehicle.
Midship Runabout 2-seater is what the term MR2 stands for, although it should be noted that the initials MR also represent for the vehicle’s mid-engine, rear-wheel drive configuration.
4) In the UK, the first-generation MR2 was first sold in a single, well-equipped grade that was roughly comparable to the G-Limited grade in Japan. Metallic paint was the sole choice.
5) In August 1986, face-lifted automobiles were unveiled in Japan. The T-bar roof option, initially seen on the SV-3 concept car of 1983, was also made available globally. The T-bar setup increased the MR2’s kerb weight by 30 kg.
6) From 1985 to 1989, 13,580 vehicles of the first-generation MR2 were sold in the UK, considerably exceeding forecasts. The car was so well-liked that we got up to 20% of the global output.
7) The first- and second-generation MR2s were built with five bulkheads to feel sturdy in all driving situations: behind the radiator, at the front and back of the cockpit, behind the engine, and behind the baggage compartment.
8) Toyota engineers improved the suspension and steering of the second-generation model in the UK to better fit British preferences and road network in acknowledgement of our position as the MR2’s second-largest export market outside of the USA.
9) A 2.0-liter 3S-FE basic model of the second-generation MR2 was only available in the UK market (also used in the contemporary Carina). This model, which was offered until the fall of 1992, can be recognized by its lack of front fog lights and rear spoiler.
10) The second-generation MR2 gave birth to two extremely limited production models: the open-top Toyota Technocraft Spider and wide-bodied TRD 2000GT. The first-generation MR2 opened the door for the potential of a four-wheel drive rally version.
11) The second-generation MR2 was manufactured for ten years, which is nearly twice as long as the first. The model underwent a number of small revisions over this time, each of which is typically distinguished by the exact time period in which it was constructed, from Revision 2 through Revision 5.
12) At the 1995 Tokyo Motor Show, the first design concept for the upcoming Toyota Prius and the first design concept for a probable third-generation MR2 were both unveiled. The MRJ (Midship Runabout Joyful) had a 2+2 seating configuration.
13) The third-generation MR2 overcame what was dubbed “being smaller in every significant aspect, including proportions, engine size, power, kerb weight, and price, during the cycle of growth.
14) Because the third-generation MR2 did away with the back luggage area, a fifth bulkhead was not necessary. This reduced weight and made it possible to channel the exhaust more effectively.
15) The top of the cloth convertible roof was made to fold down and function as a tonneau cover. There was, however, a lightweight, fiberglass hard top variant that weighed only 18kg.
16) The first Japanese vehicle with a sequential gearbox was the third-generation MR2. This automated manual gearbox, also known as SMT, did away with the clutch pedal and let the driver to select gears without lifting their foot off the accelerator.
17) The third-generation MR2 was the first Toyota car to be formally offered with a body package as an option in the UK. Due to its popularity, identical products are also offered for modern Yaris, Celica, and RAV4 models.
18) The 2004 release of the Red Collection model (shown above), which features graphite grey paintwork with red leather accents and a red fabric roof, has made it one of the most sought-after vehicles today.
19) In 2006, the TF300 special editions were used to sell the final 300 copies of the third-generation MR2. Each high-end vehicle had a unique vehicle number that was hand-stitched into the seatback and was constructed to order (see below).
20) A total of 45,161 Toyota MR2 vehicles were sold in the UK. Sales began to be tracked in March 1985, and thanks to sales of 4,053 units, 1991 was the model’s finest year in the UK. Here, the final third-generation vehicle was sold in 2007. Thus, the MR2 was offered for purchase for a total of 22 years.
21) Less than 11,000 MR2 models (including legally provided and imports) are currently officially registered in the UK, according to the website How Many Left.
22) Akio Toyoda, president of Toyota, stated in a statement that he would like “Three Brothers are included in Toyota’s lineup of sports cars. The GT86/GR86 and Supra already occupy two of those slots. Does that imply that an MR2 spiritual successor could complete the trio? Time will only tell.
Will the price of MR2 rise?
The Toyota MR2 has always had more of a cult following and less of an all-encompassing fame than the legendary Japanese sports cars of the 1990s like the Nissan Skyline and Toyota Supra.
The second-generation MR2 (chassis code SW20), a bit more of a JDM dark horse from the 1990s, has remained a relative value despite its unconventional mid-engine layout, agile handling, and distinctive style influenced by Ferrari, all of which were constructed with Toyota’s exceptional quality.
Has the ideal time to purchase a SW20 passed due to the recent explosion in the price of 90s JDM vehicles, or will this special car continue to be a JDM bargain?
The value of Toyota MR2s will probably continue to rise in the future, but not as much as that of more well-known Japanese automobiles like the Supra, NSX, and RX7. The SW20 MR2 is a great deal in the collector car market thanks to its reasonable price, distinctive appearance, and performance numbers.
The Toyota MR2is it a vintage?
Toyota’s MR2 (Mid-engine, RWD, 2-seater). commonly used “The term “poor man Ferrari,” which I absolutely detest, is used to describe a Toyota sports car that isn’t aiming to be a Ferrari. There is no disputing the W10 MR2’s smooth, square lines, which are a very harmonious design built to last over time. Today, we’ll discuss the background of this entertaining mid-engine Japanese sports car. (The third generation MR2 is not covered in this article.)
Everything began in 1976, when Toyota felt the need to create and work on a fun-to-drive small automobile while taking into account good fuel economy. Akio Yoshida, a smart man, didn’t begin developing the design and drive-train for this vehicle until 1979 “(Which, to be completely honest, is only partially true; I’ll explain later.) not-sports car car
The SA-X prototype, which had a mid-transverse engine placement, was introduced by Toyota in 1981 after the company had decided on the sort of drive system and engine placement to use in the new prototype. From that point forward, this style of engine arrangement was applied to every MR2 model.
That prototype certainly looks wonderful, but could we please move on to the real MR2s? – No, not yet. In 1983, Toyota released another another prototype, this one dubbed the SV-3, which had an amazing appearance. The W10 MR2 would be released on the global market a year and a half later with 1.5L 3A and 1.6L 4A engine options. In advance of its official debut on the MR2, this vehicle attracted a lot of attention when it was displayed at the 1983 Tokyo Motor Show. Let’s now talk a little bit about the features of the first-generation W10 MR2 and its design.
W10: The First Generation (1984-1988)
Now you see what I meant when I said “not-sports vehicle” (which is somewhat false). Toyota produced a fantastic sports car even though they had no intention of doing so while they were building the automobile.
With a curb weight of between 900940 kg in Japan and just over a tonne in America, the first generation MR2 was a relatively light vehicle (again, the JDM received a substantially superior vehicle with almost 100 kg less!). The MR2s’ suspension, which heavily borrows from the sports cars Lotus built from 1960 to 1970, was helped by Lotus. The MR2 did not have Toyota’s quite sophisticated active-suspension technology, known as TEMS (Toyota Electronic Modulated Suspension), which was installed on top-tier Toyota products with four wheel independent suspension and provided greater comfort and stability through continuous damping control.
The 1.6L 4A-GE, DOHC, 16v NA Inline 4 engine that powered the MR2 had DENSO technology added to it, allowing it to have a variable intake geometry system that improved low-end torque by altering the intake manifold’s geometry in response to engine speed. This gave the MR2 a power output of 112 bhp in America, 120 bhp in Europe, and 130 bhp in Japan. (Have I said what a fantastic engine the 4A-GE is?) The engine has a very positive reputation; in other words, people continue to purchase and use them. A few years later, Toyota changed the engine to a 4A-GZE with a tiny roots supercharger, adding a little weight to the vehicle.
The vehicle was continually being improved, with additions like additional stetic components, some new air intake routings, and increased structural rigidity. The car’s inside was quite standard, with dials that evoked the 1980s, a three-spoke wheel, and seats that appeared to be very comfortable.
W20: The Second Generation (1989 – 1999)
Although the new MR2s were bigger and heavier (about 200kg heavier), they made up for it with new engines! , Let’s examine the numerous versions that Toyota utilised with the 3S family for the second generation.
The W20 was offered in four different variations for the domestic Japanese market, the G being the entry-level model with a 2.0L 3S-GE NA engine producing roughly 165 Bhp and rather basic features like electronic mirrors and climate control. The G-Limited came after the G, which is basically a fancy way of stating that your SW20 had a better intake, electronic folding mirrors that did not add weight, fog lamps, and a spoiler. The GT-S, which had a turbocharged 2.0L 3S-GTE engine and produced 220 Bhp but had the same equipment as the previous model, followed by the GT, which added… alcantara and leather accents… yes, comes after the fancy base model.
Similar W20 models were distributed in Europe, but without turbochargers. The First Generation produced greater power while being lighter, and the Americans received two vehicles with the -fairly originally-MR2 name and a 2.2L 5S-FE producing 130 Bhp, which is pretty low. The other vehicle is known as the MR2 Turbo and uses the same turbocharged 2.0L 3S-GTE engine as the GT-S.
The 4th Gen 3S-GTE was a very well-known mod among enthusiasts to the stock 3S-GTE. With just a turbocharger boost pressure controller, you could achieve up to 310 Bhp, and this modification helped produce a higher output of 265 Bhp.
Toyota produced a number of alleged “revisions simply meant improving the car in whatever way that could be done. I won’t get too deeply into these alterations because there were numerous adjustments made during the course of the 10-year development. The most significant of these was the addition of a limited-slip differential in 1993 (on turbo cars only; it was removed from North American models in 1996). Toyota altered the geometry of the tires, their size, and the power steering to address the SW20’s well-known tendency toward snap-oversteer. Compared to its predecessor, the interior was rounder, and that’s pretty much it.
Of course, Toyota produced numerous wacky variations focused on motorsport, such the 222D Group S rally car:
Toyota already competed with the Celica in African Group B stages (and was extremely successful there), so the firm saw the need to improve in European twisties (like Monte Carlo), so they came up with this. The prototype’s 503E (Toyota S engine) race engine, which was turbocharged, purportedly produced 750 Bhp, and it was based on the W10 (with a very big air of a Lancia 037) 222D, which weighed 750 kg, which is ridiculously light. Sadly, the 222D was never able to compete in rally’s challenging stages because Group B and Group S were postponed in 1986. Toyota made a surpise debut at the 2006 Goodwood Festival of Speed, which is still worth highlighting.
Although I detest the comparison to the “Poor’s guy Ferrari, that is somewhat accurate. When comparing sports cars with equal features in higher price ranges, all you are actually doing is comparing the brands. This vehicle is a true mid-engine sports car, in addition to having a really attractive look. It was a Ferrari built for the working class. They were popular because they made good automobiles in general and because owning a 4A-GE or 3S-GTE was fun. As a result, they became true Toyota classics.
Now, does this vehicle fit the requirements for a multi-role vehicle? Well, sort of, yes. Due to its 50:50 weight distribution and low center of gravity, they will perform admirably on a track or at autocross competitions, but the challenging part is finding one. You know, these models, especially the W10, are rather difficult to locate in pristine condition. If you ever wanted to configure your SW20 for track events, you would need to locate a 93′ hardtop, as it offers the greatest structural firmness of all of them. However, good luck with that. And if you do, by chance, come across a tidy MR2, be sure not to miss the chance!
Thank you for reading, and please check out my other posts as well! What automobile should I discuss next?