How Much Is A Toyota Mr2

A MR2 costs, on average, $16,181.

How much is a Toyota MR2 worth?

The later model MR2 built by Toyota between 1997 and 2007 is known as the MR2 Spyder. The Toyota Midship Runabout 2 made its premiere in 1997 at the Tokyo Motor Show, fitting for a vehicle intended for the Japanese Domestic Market. The name MR2 wasn’t merely a strange collection of letters.

The MR2 has a traditional mid-engine design, which makes driving it superior to some other sports vehicles of the same price. You can typically buy an excellent used car for under $10,000 on the used car market. Because they are a Toyota, they require little upkeep, and repairs are frequently affordable.

They don’t have much power, with only 138 bph from the dependable 1.8L engine. Popular options for the car that can boost its power and speed include aftermarket turbochargers.

The fact that the MR2 is also available with a manual transmission, which has the same Toyota dependability and is simple to shift but increases driving enjoyment, would also be of appeal to many prospective purchasers.

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.

Do MR2s have daily drivers?

I’ve had five Toyota MR2s in the past ten years, all with different levels of upkeep and customization. All five of them were second-generation models with turbocharged engines and a handful with naturally aspirated engines (19911995 in the United States). All repairs and maintenance, with the exception of the times one of them needed bodywork, have been completed by me.

If you live in an area where the climate permits it, the Toyota MR2 is unquestionably capable of being a very enjoyable, dependable daily driver. Considering its age, it’s safe, cozy, and dependable (after all, it’s a Toyota). Compared to current autos, maintenance costs are also rather low.

You might want to give it more thought if you live somewhere that receives a lot of snow, like I do in Central New York. Any sports car should never be driven in the snow, let alone one that appears to be increasing in value. But aside from that, it’s a terrific idea to drive an MR2 every day.

Permit me to expand on a few of these ideas now:

What model MR2 is turbo?

The Toyota Camry’s 2.2-liter inline-four engine produced 130 horsepower in the base Mk2. According to MotorTrend, customers might choose a 2.0-liter turbo engine, which is significantly more potent.

The Mk2 Turbo had a turbocharged engine authorized for racing instead of the Camry’s motor. Its 200 horsepower and 200 lb-ft of torque made it the quickest MR2 model that was offered. The Mk2 Turbo could accelerate from 0 to 60 mph in 5.8 seconds when fitted with its engine. Comparatively, the standard 2.2-liter engine could reach 60 mph from 0 in 8.0 seconds.

The max speed of the Mk2 Turbo was likewise higher than that of previous MR2s. While other MR2 variants could reach speeds of 120 to 130 mph, it could reach 142 mph. Models with above 240 hp that were sold in Japan were unable to pass U.S. emissions tests, hence they were never driven on American soil.

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.

Toyota MR2: end of the line

Sales of the MR2 were clearly impacted by a global decline in the sports car sector in the New Millennium. Initial annual sales counts in the tens of thousands gradually decreased to thousands, and ultimately to hundreds. At the end of the 2005 model year, sales of the MR2 (and Celica) came to a stop in the US and Australia, but they remained in Japan, Mexico, and Europe until 2007, when production formally came to an end.