Who would have thought that Toyota would put together a development team with the painstaking dedication to perfect the law-production, low-profit-margin sports car?
The MR2 SW was a hard-to-drive car when it first appeared in October 1989, at the height of late ‘80s extravagance. With a high center of gravity and suspension that was sensitive to changes in wheel camber, even drives accustomed to it frequently found it challenging. A midship engine can enhance maneuverability, but can make for difficult driving because of sudden changes when the car’s limits are exceeded. In its original form, a lack of chasis refinement in the MR2 SW underscored the negative aspects of the midship layout.
The MR2 debuted in 1984 as the first car in Japan to feature the midship engine layout. A full model introduced the-second generation model SW20.
The first models suffered inadequate chasis rigidity, but subsequent minor changes brought about the model II (December 1992), Model III (October 1994), and Model IV (June 1996), culminating in the pure, refine sportiness of today’s models. However, the SW evolved through continuous enhancements in 1991 (model II), 1993 (model III), 1996 (model IV), finally the model V version in December 1997.
The model V retains maneuverability problems caused by its high center of gravity and mid-engined chasis. But through increased sitffness and well thought-out suspension modifications, the MR2 SW has finally evolved into a car with cutting edge performance. The light steering and strong traction that only a mid-engined car can achieve challenge even the performance of 275 hp-class sports cars. In terms of the balance between engine and chasis, however, the GTS, with a 2-liter turbocharged 3SGTE power unit delivering 242 hp, is an engine-dominated sports car with capabilities that will be worked on some drivers. This car is a car for drivers who want to test their driving skills.
The current models come with one of two engines: 2.0-liter DOHC 4-in-line naturally aspirated model that generates 177 hp and 141 lb-ft of torque, and a 2.0-liter DOHC 4-in-line turbocharge engine that deliver 242 hp and 224 lb-ft of torque. Strut suspension is used in the front and rear. Blistein shocks are standards on GT models.
The performance of the turbocharge GT-S can be described in one word: intense. With amazing power for its size, this engine accelerates with ferocity. At the same time, the excellent traction, steering response and direct, responsive handling made possible by the mid-engined drivetrain allow the driver to have an advanced level of skill in fact, driving this car without adequate ability could even be dangerous. The naturally aspirated G-limited lacks only the turbo model’s ferocious acceleretion, instead offering a well-balanced combinations of chasis performance and engine power that acctually make for a more pleasant, satisfying drive than the over the-top turbo model provides. Drivers with the ability to bring out the car’s full potential will not find it slow by any measure. This is a 2.0-liter class car with performance comparable to cars in the next class up.
| Production | 1989-1999 (1991-1995 for United States, 1991-1993 for Canada) |
| Body style(s) | 2-door coupe or T-top |
| Engine(s) | 2.2L 130 horsepower (97 kW) I4 (US, UK) 2.0L 165 PS (163 hp/121 kW) I4
(Japan, Australia)
2.0L 180 PS (178 hp/132 kW) I4
(Japan, Australia)
2.0L 200 PS (197 hp/147 kW) I4
(Japan)
2.0L 200 horsepower (150 kW) Turbocharged I4 (US)
2.0L 225 PS (222 hp/165 kW) Turbocharged I4 (Japan) 2.0L 245 PS (242 hp/180 kW) Turbocharged I4 (Japan) |
| Transmission(s) | 4-speed automatic
5-speed S54 or E153 |
| Wheelbase | 94.5 in |
| Length | 164.2 in |
| Width | 66.9 in |
| Height | 48.6 in |
| Designer | Kazutoshi Arima
Tadashi Nakagawa (roadster) |
