A MR2 costs, on average, $16,023.
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What is the value of a 1991 MR2 Turbo?
A Toyota MR2 Turbo – W20 costs $20,927 on average. The Toyota MR2 Turbo – W20 was created when? A: From 1990 to 1996, the Toyota MR2 Turbo – W20 was offered for sale.
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.
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)
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?
Toyota stopped producing the MR2 when?
The project was restarted and given fresh direction in 1980: Toyota would create another affordable sports vehicle similar to the Sports 800 of the 1960s, motivated by a hurried desire to provide exciting new models into the North American market’s quickly increasing market. Toyota employees were so enthused about the project that several notoriously forwent their summer vacations to work on it.
Toyota MR2: reality dawns
The 1983 Tokyo motor show was the following significant milestone in the history of the Toyota MR2, as it was there that the public first saw the mid-engined SV-3 prototype, which was on display on a highly lighted turntable. The SV-3 was a significant improvement over the preceding SA-X prototype; in fact, only the front and rear spoilers were changed for the production model in order to improve aerodynamic stability in crosswinds.
The new vehicle, known as the Toyota MR2 (short for “Midship Runabout 2-seater”), debuted in Japan in June 1984 and joined the sporty Celica and Supra in the company’s UK lineup six months later. The MR2’s centralized powertrain architecture necessitated a complex construction with five high-strength bulkheads, however the vehicle only weighed 977kg, with the weight distribution being 44:56 from the front to the back.
The classic 122bhp 1.6-liter DOHC 16v 4A-GE engine used in the Corolla GT was the centerpiece of the MR2’s initial sales in the domestic Japanese market, which had three classes and two engine choices.
Later on in its existence, the options list was increased to include a T-bar roof panel and the 145 horsepower supercharged 4A-GZE, which was the new top engine. Even yet, the normally aspirated MR2 outperformed most of its rivals with a top speed of 124 mph and a 0-60 mph sprint time of 8.2 seconds.
In spite of fierce competition from the new Honda CR-X and the most recent Nissan Laurel, the MR2 was chosen as Japan’s “Car of the Year 19841985,” validating the conclusions of recent road test reports that universally lauded the MR2’s lithe athleticism and sense of joy.
As anticipated, the MR2’s racetrack handling paid off in the world of motorsport. While Toyota Team Europe constructed a wide-bodied MR2, code-named “222D,” to compete against cars like the Peugeot 205 T16 and the Audi Quattro in the proposed Group S division of the World Rally Championship, one-make series for the MR2 were organized in the UK and the US. Sadly, when the Group S plan was rejected, this TTE project was also abandoned.
Toyota MR2: a more mature approach
It was always expected that the second-generation MR2 will retain its mid-engine design and fun-to-drive attributes. However, the following MR2’s scope was enlarged to include a more sophisticated and fashionable design, better ergonomics, a higher-quality interior, and a selection of bigger, more potent engines.
The second-generation MR2, for which Chief Engineer Kazutoshi Arima was second-in-command on the original MR2, had to move the car even more premium.
Design briefs were provided to studios and teams inside the Toyota organization, as was customary at the time. The chosen design was then further developed by Chief Designer Kunihiro Uchida (also known for creating the Lexus LS400) into a vehicle that had more than a passing similarity to a diminutive Italian sports car exotica.
In October 1989, about five and a half years after the introduction of the first-generation car, the sleek new MR2 went on sale in Japan. Two of the new car’s prototypes spent time in the UK, the MR2’s second-largest export market, during its development to have the suspension adjusted. The size of the new model had increasedit was 245mm longer, 30mm wider, and had an 80mm longer wheelbasebut it still had a svelte profile thanks to a 10mm reduction in overall height. Again, there were two body types to choose from: coupe and T-bar.
Three 2.0-liter 16-valve engines were available for the second-generation MR2 at launch: a base model with 119 horsepower from the Carina (only sold in the UK), the naturally aspirated 3S-GE with 165 horsepower, and the turbocharged 3S-GTE with 225 horsepower, which was also used in the Celica GT-Four.
The mid-range 3S-GE engine was replaced with a 2.2-liter 5S-FE engine for the American market. The increase in the MR2’s kerb weight to between 1160 and 1285kg was more than offset by the engines’ increased torque compared to the preceding range (depending on model). In fact, Autocar & Motor magazine claimed that the new UK GT model was “an entirely bolder assault on the senses” and had not “forsaken the original’s closeness and elegance.”
The extraordinary ten-year lifespan of this MR2 saw just minimal improvements. In the hobbyist market, revision numbers, from Revision 2 to Revision 5, are frequently used to more clearly identify versions.
Additionally, Toyota Racing Development, the company’s motorsport division, created and sold two distinct models of the vehicle for the domestic market.
The wide-bodied TRD 2000GT model followed the 1996 release of the soft-top TRD Technocraft MR Spider. This subsequent limited edition was clearly influenced by the broad shoulders of the MR2s racing successfully in the Japanese GT Championship and incorporated a modest phase one (245bhp) tuning update of the 3S-GTE engine.
Going back to its roots
Despite the fact that the production of the MR2’s long-awaited replacement started in October 1999, sales of the second generation model in Europe lasted into the new millennium. The MRJ concept unveiled at the 1995 Tokyo auto show provided hints about the vehicle’s shifting purpose. The MRJ was widely believed to be the third-generation MR2 in all but name by many commentators, who even predicted when it would go on sale and how much it would cost. Toyota, however, caught everyone off guard when the MR-S (Midship Runabout-Sports) concept made its debut at the 1997 Tokyo show.
The design was a roadster that Chief Engineer Tadashi Nakagawa said would break “the cycle of expansion,” referring to the custom of succeeding vehicle generations being increasingly larger. It was technically an indirect replacement for the second-generation MR2, which had evolved into a grand tourer. The new car’s overall dimensions, engine size, power, curb weight, and price would all be reduced. With a common specification across all markets, production would also be considerably easier.
The upcoming MR2 was expected by the market to be a pure, genuinely thrilling sports car designed for a new generation and new century.
Third generation: a delivered promise
A few days before the 1999 Tokyo auto show and in the same month that Toyota’s total passenger car manufacturing reached 100 million units, the third version of the car was introduced in Japan. Given its new open-top design, it was given the same MR-S moniker as the prior concept. However, the vehicle’s names in export markets like Europe and the United States were the MR2 Roadster and MR2 Spyder, respectively.
Amazingly, the new model’s weight (down from 960kg) was much lower than the first-generation car’s while still providing a high level of specification. This accomplishment was made possible in part by eliminating the rear boot and, consequently, the fifth bulkhead. Instead, a full width, 78-liter storage area was added behind the seats to increase the amount of luggage space.
Toyota decided to simplify manufacture for all markets, therefore only one engine, the all-alloy 1.8-liter DOHC 16v VVT-i 1ZZ-FE engine also used in the seventh-generation Celica, was available globally. With 138 horsepower available, the new car was reasonably quick and had the best power-to-weight ratio in its class. The motoring press hailed the automobile in particular for its superb handling qualities and dart-like responsiveness through the main control systems.
The MR-S received a good amount of attention from Toyota-affiliated tuners and the Japanese aftermarket, much like the previous generation vehicle. For instance, extremely small quantities of special editions like the Modellista Caserta, VM180 TRD, VM180 Zagato, and TOM’S W123 were made.
But the biggest significant change occurred in 2001, when a five-speed (and then six-speed) SMT, or sequential manual transmission, was made available in addition to the manual gearbox. This was the first time a sequential gearbox had ever been installed in a Japanese vehicle, and since the clutch automatically engaged, the driver could shift gears without lifting their foot from the pedal.