MRS ZZW 30 owners discussion thread
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MR2 mk1, mk11, mk111 forever, never old.
THE LIFE & TIMES OF MISTER 2 part1
Ask anyone what does "MR" stand for and the popular suggested acronym was "Mid-engine, Rear-wheel drive". Which actually is not far off the official "Midship Runabout" label that the Toyota chosen to crown their effort in producing an affordable mid-engine sports car.
The history of MR2 first began with conceptual works done way back in mid-70s under project manager Akio Yoshida. However the project went into recess until 1979. Several prototypes were then produced, the first being the wedgy prototype codenamed "SAX" (MR2 precursor), followed by another prototype "SV-3" which was displayed in the Tokyo Motor show in 1983. Back then, Toyota did provide engines / transmission and financial support to the British company Lotus cars in return for its engineering abilities. Coincidentally Lotus had the prototype "M90", then the "X100" in development (both Lotus concepts were FF drive) and many mistaken it as the birth of MR2. Both carmakers went on separate ways with GM’s buy out for Lotus in 1986.
What precise amount did they both share between them for their efforts in producing the MR2 is unknown but it is fair to say primary ideas and technology had been in works.
Officially there are 3 different generations of the MR2, the 1st being the AW11 that was inproduction from 1985-1989. The power plants that drove the 1st gen's were the normally aspirated, 4A-GE (115bhp@6600rpm / torque 97Ib-ft@4800rpm) that ran from 1985-89, and the Roots-type supercharged, 4A-GZE (145bhp@6400rpm / torque 140Ib-ft@4000rpm) which ran from 1988-89.
Many magazine sport writers then commended how low-effort in driving the 1st gen, that the feeling "you could almost steer it by thought alone". Now, that's precisely how the MR2 began its love affair as a car with driving fun.
While the reactions to the AW11 styling were lukewarm, the love was certainly in the driving. The AW11 MR2 was thoroughly revised with more improvements in door panels, centre consoles and the power delivery with the Roots-type supercharged 4A-GZE engine. This helped to satisfy the growing legion of enthusiasts who wanted more power to add to the nimble little sports car. Many MR2 enthusiasts considered the supercharged model to be MR2’s ultimate iteration by combining the acceleration of a small forced induction car with nimbleness of the earlier MR2.
In supplementing the needs of the MR2 enthusiasts, Toyota added T-Tops with the supercharged MR2. This however added more weight and robbed the MR2 of some of its greatest attributes, which is lightness and stiffness.Ask anyone what does "MR" stand for and the popular suggested acronym was "Mid-engine, Rear-wheel drive". Which actually is not far off the official "Midship Runabout" label that the Toyota chosen to crown their effort in producing an affordable mid-engine sports car.
The history of MR2 first began with conceptual works done way back in mid-70s under project manager Akio Yoshida. However the project went into recess until 1979. Several prototypes were then produced, the first being the wedgy prototype codenamed "SAX" (MR2 precursor), followed by another prototype "SV-3" which was displayed in the Tokyo Motor show in 1983. Back then, Toyota did provide engines / transmission and financial support to the British company Lotus cars in return for its engineering abilities. Coincidentally Lotus had the prototype "M90", then the "X100" in development (both Lotus concepts were FF drive) and many mistaken it as the birth of MR2. Both carmakers went on separate ways with GM’s buy out for Lotus in 1986.
What precise amount did they both share between them for their efforts in producing the MR2 is unknown but it is fair to say primary ideas and technology had been in works.
Officially there are 3 different generations of the MR2, the 1st being the AW11 that was inproduction from 1985-1989. The power plants that drove the 1st gen's were the normally aspirated, 4A-GE (115bhp@6600rpm / torque 97Ib-ft@4800rpm) that ran from 1985-89, and the Roots-type supercharged, 4A-GZE (145bhp@6400rpm / torque 140Ib-ft@4000rpm) which ran from 1988-89.
Many magazine sport writers then commended how low-effort in driving the 1st gen, that the feeling "you could almost steer it by thought alone". Now, that's precisely how the MR2 began its love affair as a car with driving fun.
While the reactions to the AW11 styling were lukewarm, the love was certainly in the driving. The AW11 MR2 was thoroughly revised with more improvements in door panels, centre consoles and the power delivery with the Roots-type supercharged 4A-GZE engine. This helped to satisfy the growing legion of enthusiasts who wanted more power to add to the nimble little sports car. Many MR2 enthusiasts considered the supercharged model to be MR2’s ultimate iteration by combining the acceleration of a small forced induction car with nimbleness of the earlier MR2.
In supplementing the needs of the MR2 enthusiasts, Toyota added T-Tops with the supercharged MR2. This however added more weight and robbed the MR2 of some of its greatest attributes, which is lightness and stiffness.
THE LIFE & TIMES OF MISTER 2 part1
Ask anyone what does "MR" stand for and the popular suggested acronym was "Mid-engine, Rear-wheel drive". Which actually is not far off the official "Midship Runabout" label that the Toyota chosen to crown their effort in producing an affordable mid-engine sports car.
The history of MR2 first began with conceptual works done way back in mid-70s under project manager Akio Yoshida. However the project went into recess until 1979. Several prototypes were then produced, the first being the wedgy prototype codenamed "SAX" (MR2 precursor), followed by another prototype "SV-3" which was displayed in the Tokyo Motor show in 1983. Back then, Toyota did provide engines / transmission and financial support to the British company Lotus cars in return for its engineering abilities. Coincidentally Lotus had the prototype "M90", then the "X100" in development (both Lotus concepts were FF drive) and many mistaken it as the birth of MR2. Both carmakers went on separate ways with GM’s buy out for Lotus in 1986.
What precise amount did they both share between them for their efforts in producing the MR2 is unknown but it is fair to say primary ideas and technology had been in works.
Officially there are 3 different generations of the MR2, the 1st being the AW11 that was inproduction from 1985-1989. The power plants that drove the 1st gen's were the normally aspirated, 4A-GE (115bhp@6600rpm / torque 97Ib-ft@4800rpm) that ran from 1985-89, and the Roots-type supercharged, 4A-GZE (145bhp@6400rpm / torque 140Ib-ft@4000rpm) which ran from 1988-89.
Many magazine sport writers then commended how low-effort in driving the 1st gen, that the feeling "you could almost steer it by thought alone". Now, that's precisely how the MR2 began its love affair as a car with driving fun.
While the reactions to the AW11 styling were lukewarm, the love was certainly in the driving. The AW11 MR2 was thoroughly revised with more improvements in door panels, centre consoles and the power delivery with the Roots-type supercharged 4A-GZE engine. This helped to satisfy the growing legion of enthusiasts who wanted more power to add to the nimble little sports car. Many MR2 enthusiasts considered the supercharged model to be MR2’s ultimate iteration by combining the acceleration of a small forced induction car with nimbleness of the earlier MR2.
In supplementing the needs of the MR2 enthusiasts, Toyota added T-Tops with the supercharged MR2. This however added more weight and robbed the MR2 of some of its greatest attributes, which is lightness and stiffness.Ask anyone what does "MR" stand for and the popular suggested acronym was "Mid-engine, Rear-wheel drive". Which actually is not far off the official "Midship Runabout" label that the Toyota chosen to crown their effort in producing an affordable mid-engine sports car.
The history of MR2 first began with conceptual works done way back in mid-70s under project manager Akio Yoshida. However the project went into recess until 1979. Several prototypes were then produced, the first being the wedgy prototype codenamed "SAX" (MR2 precursor), followed by another prototype "SV-3" which was displayed in the Tokyo Motor show in 1983. Back then, Toyota did provide engines / transmission and financial support to the British company Lotus cars in return for its engineering abilities. Coincidentally Lotus had the prototype "M90", then the "X100" in development (both Lotus concepts were FF drive) and many mistaken it as the birth of MR2. Both carmakers went on separate ways with GM’s buy out for Lotus in 1986.
What precise amount did they both share between them for their efforts in producing the MR2 is unknown but it is fair to say primary ideas and technology had been in works.
Officially there are 3 different generations of the MR2, the 1st being the AW11 that was inproduction from 1985-1989. The power plants that drove the 1st gen's were the normally aspirated, 4A-GE (115bhp@6600rpm / torque 97Ib-ft@4800rpm) that ran from 1985-89, and the Roots-type supercharged, 4A-GZE (145bhp@6400rpm / torque 140Ib-ft@4000rpm) which ran from 1988-89.
Many magazine sport writers then commended how low-effort in driving the 1st gen, that the feeling "you could almost steer it by thought alone". Now, that's precisely how the MR2 began its love affair as a car with driving fun.
While the reactions to the AW11 styling were lukewarm, the love was certainly in the driving. The AW11 MR2 was thoroughly revised with more improvements in door panels, centre consoles and the power delivery with the Roots-type supercharged 4A-GZE engine. This helped to satisfy the growing legion of enthusiasts who wanted more power to add to the nimble little sports car. Many MR2 enthusiasts considered the supercharged model to be MR2’s ultimate iteration by combining the acceleration of a small forced induction car with nimbleness of the earlier MR2.
In supplementing the needs of the MR2 enthusiasts, Toyota added T-Tops with the supercharged MR2. This however added more weight and robbed the MR2 of some of its greatest attributes, which is lightness and stiffness.
The SW20 MR2 (mkII) had begun to replace the AW11MR2 (mk1) in Japan from 1989 and the rest of the world in early 90s.
In marketing the sexy new SW20 MR2s, Toyota added inches to the car's length, width, wheel base and height as they wanted more interior spaciousness and comforts. Toyota had ambitiously placed the SW20 MR2 to be a more premium model than the predecessor AW11. This time Toyota wasn't leaving the SW20 with chance and salivated the enthusiasts with new 3S-GE engines in addition to the limited 5S-FE SW20. A turbo model (3S-GTE) was added to their line-up for the hard-core boost enthusiast.
The SW20 with its 3S-GTE engines soon began to leave a big mark in the modified street scene around the world. While much was derided about the SW20’s unpredictable handling on limits and the growing curb weight that numbed the ride, the SW20 MR2 however left a lasting mark to street tuners around world that the car’s power potential was limited only by how much one is willing to christen his ride. It was common then to see at least 200bhp on the pocket rocket! It had the style of the times, stylish pop-up lights, bipolar rear lights that reminisce of the 90s. Back then many enthusiasts wanted the "Ferrari of the Eastern world".
However time began to take it toll on the sales of the MR2s. Prices of MR2 began spiralling upwards, no thanks to the unfavourable US-Japan exchange rates). The SW20 production for US market was stopped in 1995, but sales continued worldwide until 1998. US were an important destination for the MR2. This made Toyota rethink on its strategy for the successor for the SW20 MR2. Simultaneously Mazda had dominated the compact sports car scene with the ever-popular Miata MX-5. In a way, many carmakers were envious of Mazda who had niche itself to everyone's Jones sports car. It was easy to drive, highly nimble and most of all it was affordable. The 3S-GTE MR2 in US had spiralled to US40-45K in 1995! This was hardly a way to combat the fun loving MX-5, which was retailing in US at half it price.!
What strategy would Toyota enforce to capture a slice of the niche small sport car market? Then came the return to the design concept of the lightness concept and the weight of the car was dropped below a metric ton. The biggest change was, the replacement of the solid T-Top and sunroof options with a true convertible soft top, giving the car the 'Spyder' designation (ZZW30).
In Japan, the car is called the MR-S, which purportedly is derived from the fore mentioned designation. Toyota changed the name in America to "MR2 Spyder". The MR2 Spyder was an element of Toyota Project Genesis, an effort to bring younger buyers to the marque in the United States. (Launched in 1999, Project Genesis was a concept by Toyota to push sales of the MR-S, Celica, Echo and RAV4 as "marque within a marque". This was seen as a failed strategy by Toyota and was later superseded by the successful launch of SCION that captured the American’s youth imagination).
The feedback for the new model was somewhat mixed - others liked its return to the AW11's design concept, while the fans of the SW20 would've liked it to continue along the path of the previous model. However, everyone agreed the ZZW30 has nearly perfect handling in its class, allowing one to brake into corners and throw the car through the corner. While the fans of the SW20 moan of the lack of options of a fixed roof or a force Induction option, the MR-S made promising showing in early years of the US market. It had exceeded the sales target of limited 5,000 units a year.
With a lively new all-aluminium VVT-i 1ZZFE engine, the MR-S was a product of chief engineer Harunori Shiratori. He once 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 easy customization, and low cost to the consumer." He understood that we drivers drive majority of our drives in mid-low speeds. Toyota also wanted the younger market segment and the easy customization of body panels were their hopes to jump in the "import culture" bandwagon that exploded in the US. While the MR-S is no rubber burner, it had offered a lively drive and is widely considered to be the best-handling MR2 in stock form.
Alas, the ZZW30 MR-S will cease to be in worldwide production in 2007. Toyota did offer a limited 190hp bolt-on turbo as MR-S's swan song. Whether Toyota will continue the midship tradition is much speculated, as there were rumours of a new hybrid midship runabout that were on concepts but needed the Toyota board’s approval.
3 distinct generations of MR2, each had it own legion of fans. It is considered most affordable bang-for buck sports car amongst all carmakers. Will we see another gen of MR2? The true fans of MR2 wouldn’t mind and if you are looking for one; it will probably take a massive effort to pry their mint evergreen joyrides away!
In marketing the sexy new SW20 MR2s, Toyota added inches to the car's length, width, wheel base and height as they wanted more interior spaciousness and comforts. Toyota had ambitiously placed the SW20 MR2 to be a more premium model than the predecessor AW11. This time Toyota wasn't leaving the SW20 with chance and salivated the enthusiasts with new 3S-GE engines in addition to the limited 5S-FE SW20. A turbo model (3S-GTE) was added to their line-up for the hard-core boost enthusiast.
The SW20 with its 3S-GTE engines soon began to leave a big mark in the modified street scene around the world. While much was derided about the SW20’s unpredictable handling on limits and the growing curb weight that numbed the ride, the SW20 MR2 however left a lasting mark to street tuners around world that the car’s power potential was limited only by how much one is willing to christen his ride. It was common then to see at least 200bhp on the pocket rocket! It had the style of the times, stylish pop-up lights, bipolar rear lights that reminisce of the 90s. Back then many enthusiasts wanted the "Ferrari of the Eastern world".
However time began to take it toll on the sales of the MR2s. Prices of MR2 began spiralling upwards, no thanks to the unfavourable US-Japan exchange rates). The SW20 production for US market was stopped in 1995, but sales continued worldwide until 1998. US were an important destination for the MR2. This made Toyota rethink on its strategy for the successor for the SW20 MR2. Simultaneously Mazda had dominated the compact sports car scene with the ever-popular Miata MX-5. In a way, many carmakers were envious of Mazda who had niche itself to everyone's Jones sports car. It was easy to drive, highly nimble and most of all it was affordable. The 3S-GTE MR2 in US had spiralled to US40-45K in 1995! This was hardly a way to combat the fun loving MX-5, which was retailing in US at half it price.!
What strategy would Toyota enforce to capture a slice of the niche small sport car market? Then came the return to the design concept of the lightness concept and the weight of the car was dropped below a metric ton. The biggest change was, the replacement of the solid T-Top and sunroof options with a true convertible soft top, giving the car the 'Spyder' designation (ZZW30).
In Japan, the car is called the MR-S, which purportedly is derived from the fore mentioned designation. Toyota changed the name in America to "MR2 Spyder". The MR2 Spyder was an element of Toyota Project Genesis, an effort to bring younger buyers to the marque in the United States. (Launched in 1999, Project Genesis was a concept by Toyota to push sales of the MR-S, Celica, Echo and RAV4 as "marque within a marque". This was seen as a failed strategy by Toyota and was later superseded by the successful launch of SCION that captured the American’s youth imagination).
The feedback for the new model was somewhat mixed - others liked its return to the AW11's design concept, while the fans of the SW20 would've liked it to continue along the path of the previous model. However, everyone agreed the ZZW30 has nearly perfect handling in its class, allowing one to brake into corners and throw the car through the corner. While the fans of the SW20 moan of the lack of options of a fixed roof or a force Induction option, the MR-S made promising showing in early years of the US market. It had exceeded the sales target of limited 5,000 units a year.
With a lively new all-aluminium VVT-i 1ZZFE engine, the MR-S was a product of chief engineer Harunori Shiratori. He once 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 easy customization, and low cost to the consumer." He understood that we drivers drive majority of our drives in mid-low speeds. Toyota also wanted the younger market segment and the easy customization of body panels were their hopes to jump in the "import culture" bandwagon that exploded in the US. While the MR-S is no rubber burner, it had offered a lively drive and is widely considered to be the best-handling MR2 in stock form.
Alas, the ZZW30 MR-S will cease to be in worldwide production in 2007. Toyota did offer a limited 190hp bolt-on turbo as MR-S's swan song. Whether Toyota will continue the midship tradition is much speculated, as there were rumours of a new hybrid midship runabout that were on concepts but needed the Toyota board’s approval.
3 distinct generations of MR2, each had it own legion of fans. It is considered most affordable bang-for buck sports car amongst all carmakers. Will we see another gen of MR2? The true fans of MR2 wouldn’t mind and if you are looking for one; it will probably take a massive effort to pry their mint evergreen joyrides away!
hmmm... got a question for the MR-S..... i was considering getting that car at one time.. but then the lack of luggage space turned me off... what do owners of MR-S do about it.. do they still use it for travel and daily use... or only for weeekend drive?
my MRS is daily driven with the occasional weekend getaways, you have to ask yourself how often do you carry luggage?
but if its golf that you need the MRS for then forget about it
but if its golf that you need the MRS for then forget about it
large luggages are out. let be serious, if your need of traveling is with those airline luggage's or lumping 2 weeks clothing's then one nees a traveling sedan/SUV.
golf bags are out, weekend getaway is ok unless your need to bring a long secret mistress (as she probably need 2 weeks cloths/makeup) :)
golf bags are out, weekend getaway is ok unless your need to bring a long secret mistress (as she probably need 2 weeks cloths/makeup) :)
Its a lil hard to not have luggage space lor... when u travel down to singapore dun tell me ur bags put on the floor of your passenger meh???? not so nice lar... in case your passengers legs get itchy and u wanna scratch it for her.. then a bit susah lar.. muahahahahaha...
there is a little compartment behind the seats. I can put 3 bag there. in fact i bought 3 custom bags for the MRS (exact fit) .
but you can use your own bags (2 mid size 1 small) , also can ditch the spare for some little more space.
it not the end solution for some esp with small families, but its livable for daily use. (merc smart car is...)
but you can use your own bags (2 mid size 1 small) , also can ditch the spare for some little more space.
it not the end solution for some esp with small families, but its livable for daily use. (merc smart car is...)
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honestly ....MRS is my yumcha car ....==''
If i realli wish to travel .....take plane la...or by other sedan car ....
btw...the small luggage actualli is enough for 2 ppl ...
i tried b4 ....and remove the spare tyre lo .....nowadays ..i dun think spare tyre will help ......^^""
If i realli wish to travel .....take plane la...or by other sedan car ....
btw...the small luggage actualli is enough for 2 ppl ...
i tried b4 ....and remove the spare tyre lo .....nowadays ..i dun think spare tyre will help ......^^""
heres a link from our fellow Thai midship owners up north cooking up a Modena MRS
http://www.siamspeed.com/index.php/topic,11871.0.html
http://www.siamspeed.com/index.php/topic,11871.0.html
Evolution of the Mk3 MR2, changes by model year.
2000 - Mk3 is launched in Europe, having previously been launched in Japanese and US markets. A small modification is made after the car has been rolling off the lines for a while, when Toyota add very small aerodynamic "spoilers" under the car ahead of each wheel. These were fitted to aid high speed stability. Its is unlikely any of the early cars that were not fitted with these devices made it to Europe.
2001 - As 2000.
2002 - Addition of improved Oil Control Rings fitted to the Pistons.
2003 - (Production ctually from late 2002) Mid term revision. Essentially a cosmetic overhaul of the car, however some mechanical changes have been made:
2004 - Visually the same as the 2003 car but some major upgrades have been made under the skin. Essentially these have been made to improve safety although they do have the advantage of increasing chassis stifness as well:
2000 - Mk3 is launched in Europe, having previously been launched in Japanese and US markets. A small modification is made after the car has been rolling off the lines for a while, when Toyota add very small aerodynamic "spoilers" under the car ahead of each wheel. These were fitted to aid high speed stability. Its is unlikely any of the early cars that were not fitted with these devices made it to Europe.
2001 - As 2000.
2002 - Addition of improved Oil Control Rings fitted to the Pistons.
2003 - (Production ctually from late 2002) Mid term revision. Essentially a cosmetic overhaul of the car, however some mechanical changes have been made:
- New front bumper with integrated front fog lamps.
- New headlights with seperate high/low beam units and chrome housings
- New redesigned taillight lenses.
- Addition of new colour coded rear bumper inserts adjacent to number plate.
- New colour coded side vents.
- Interior gets new chrome detailing on vents, tweeter surrounds, heater controls, and door handles.
- Redesigned seats fitted.
- Instrument and ventilation control fascia's redesigned with new typeface
- New Toyota Branded CD/tuner replaces Double DIN Sony CD/Tape/tuner fitted to previous years.
- 16" rear wheels replace 15" wheels previously fitted. Rear tyre goes up to 215/45/16 to fit the new larger wheels, up from the previous 205/50/15 sizes fitted in previous years. Front tyres remain the same.
- Updated suspension spring and damper setings.
- Improved suspension member brace set up installed on front and rear suspension.
- 6 Speed gearbox fitted to both manual and SMT cars, replacing the 5 speed unit fitted to previous models.
- SMT gets Electronic Traction and Stability Control. (europe spec)
- Options list is expanded to include TTE accesories, which were previously unavailable in the UK
2004 - Visually the same as the 2003 car but some major upgrades have been made under the skin. Essentially these have been made to improve safety although they do have the advantage of increasing chassis stifness as well:
- New front under-members and momentum cancellers on the strut towers to help prevent the side members from rising in the event of a frontal impact, reducing dash panel intrusion into the cabin space.
- improved in-cabin passive safety package adopting an anti-intrusion mechanism on the brake pedal and cushioning material below the accelerator pedal – where the driver’s heel rests.
- Reinforcements to the upper front members and the door beltlines help disperse collision energy forces applied to the front side members, minimising any cabin deformation.
- New rear bumper brace, a new strut bracket brace and new floor-to-rocker brace panels attached to the main rear-cabin cross member.
- Refinements to the kick panel reinforcements, floor-tunnel reinforcements and floor cross members help minimise intrusion of the dash panel in the event of a collision.
- The centre pillar has been reinforced with additional gussets and reinforcement of the centre floor cross-member.
- New pads in the doors and retuning the hardness of the trim padding to reduce the chance of crash impact injury to the torso area.
- New Steering braces.
- New suspension settings.
- New design of heatshield fitted to Main Cat to revent the broken weld related rattle on the previous design.
- Manifold Support Brackets are now cast steel items, bolted to four points on the engine block, replacing the previous pressed steel items that bolted at only 2 points.
it a US chap who did that. the thai fellow only put up for fellow thai members/owners.midship said:
they, most non-speaking english thai guys dont goto US forums.
post-MR2 spyder concepts (2008 onwards draw board)
report here
http://www.channel4.com/4car/gallery/gallery.jsp?id=982
early pix
"it wont go away" story
concept pix found again in jap magazine
:shades_smile:
early days still but maybe next year tokyo car show will see a concept production model.
report here
http://www.channel4.com/4car/gallery/gallery.jsp?id=982
early pix
"it wont go away" story
concept pix found again in jap magazine
:shades_smile:
early days still but maybe next year tokyo car show will see a concept production model.
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