And prices are much easier to swallow than those examples on Bring a Trailer – a 1995 Turbo hardtop model with 80,000 miles recently sold for $17,495 at Japanese Classics LLC in Virginia.Naysayers argue that the case is not strong enough to build a niche vehicle like an MR2 in today’s business environment. The number of sales a new MR2 would generate would likely not cover the development costs of a vehicle that most likely would share very few components with other Toyota vehicles. This is probably the biggest hurdle to Toyota building a new MR2. Relative to the other JDM vehicles from the same era, it’s not likely that the MR2 will explode in popularity or value from where it is now. However, MR2s will assuredly increase in value relative to their previous values, simply due to time and the available supply of MR2s on the market. If you’d like to own a low-mileage and relatively original SW20 MR2, a more affordable option would be to buy an imported JDM (right-hand drive) model. The geographic nature of Japan lends to greater availability of lower-mileage cars than in the United States, so it’s easier to find a RHD MR2 with less than 100,000 miles than a USDM model. In relation to the iconic Japanese sports cars of the 90s like the Nissan Skyline and Toyota Supra, the Toyota MR2 has always enjoyed more of a cult following and less of a universally-known and idolized existence. We are a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for us to earn fees by linking to Amazon.com and affiliated sites.
MR2 fans have been hoping for an MR2 rebirth since the departure of the third-generation (ZZW30) MR2 Spyder in the early 2000s. There have been numerous rumors over the years of a return; rumors saying it could return as a gasoline car, a hybrid, or a full-electric car.
As out-of-production vehicles continue to be driven, modified, and unfortunately, wrecked, the overall number of available MR2s for sale declines. The MR2 was initially a low-production car, so they’ll continue to become more and more rare. The lack of available supply will inevitably cause prices to increase.That all being said, those examples are of immaculate and well-preserved cars. A modified MR2 or one in more average condition can be had for $10,000-15,000 for a turbo model, and a decent non-turbo model can be had for well under $10,000.On top of that, the United State’s restrictive 25-year policy on importing foreign vehicles now allows anyone to import and legally drive any JDM vehicle that was manufactured before 1997.Hey, I’m Tim! I started Canadian Gearhead to share my passion for Toyotas and my love for taking ridiculously good care of them. Here you’ll find everything from detailing tips, buyers guides, modifications, and maintenance. Thanks for stopping by!
Is the Toyota MR2 a collectable?
Once a cover model, the first-generation MR2 is now a Collectible Classic. Not that the AW11-chassis MR2 was brand-new in April of 1986. It had already been on the market for more than a year, but that made it a spring chicken compared with the Ferrari 308 parked next to it, which was in its twelfth year.
Optimists, though, point to the latest Toyota Supra and Toyota 86/Subaru BRZ as proof that a new MR2 may still be possible. Toyota partnered with BMW and Subaru to help share development costs and engineering capabilities between two companies, rather than one company swallowing the costs of a new sports car itself.
Part of the reason the MR2 was not as idolized as the Skyline, NSX, and Supra was due to its lower horsepower and thus, it continues to command a lower premium than the iconic “halo cars” from the 90s.
Comparing the MR2 to these two models, the MR2 is much rarer, which helps bolster its low horsepower numbers when it comes to value. The MR2 will cost more than a Miata of the same vintage but makes up for it in uniqueness, rarity, and power-producing capabilities (with the turbocharged engine).
The Nissan 300ZX made more horsepower out of the box than the MR2, but it also weighed much more (approximately 3,300lbs compared to 2,700lbs). This made the 300ZX and the MR2 fundamentally different cars to drive, but their values have remained in the same league. They were both available with T-Tops, though, which are always good for a healthy dose of nostalgia (and Vitamin D)!Toyota MR2s will likely continue to appreciate in value in the future – but not as much as more popular Japanese cars like the Supra, NSX, and RX7. The combination of its affordable price, unique styling, and performance figures makes the SW20 MR2 quite a steal in the collector car market.
We’re already seeing low-mileage and all-original USDM SW20 MR2s commanding never-before-seen high prices. On Bring a Trailer, an all-original 1995 MR2 Turbo with 67,000 miles on it recently sold for $61,750. 1995 model year MR2s have always been the most expensive in the United States due to their extremely low production numbers.
A bit more of a 90s JDM dark horse, the second-generation MR2 (chassis code SW20) has remained a relative bargain despite its exotic mid-engine layout, nimble handling, and unique Ferrari-inspired styling, all built with Toyota’s incredible quality.As a general rule, vehicles that fall into a certain demographic’s childhood years typically are valued the highest among that demographic. For example, the muscle cars of the 1960s and 70s are popular with the Baby Boomer generation. Gen Xers gravitate to late 70s and early 80s cars.
The non-turbo model was rated at 135 horsepower, which placed it in the same category as the Mazda Miata MX-5 and Nissan 300ZX in the horsepower-driven minds of many car enthusiasts.So the iconic Nissan Skyline R32 & R33, the fourth-generation (A80) Toyota Supra, the Z32 Nissan 300ZX, and, of course, the SW20 MR2, are now completely legal to import and register to drive in the United States. A population with money to spend and a wide range of available choices makes for higher transaction costs.
Take some solace in knowing that the MR2 will most likely not achieve the same valuation and legendary status as the Skyline and Supra. It was an excellent value when new and should continue to be a bargain relative to other Japanese 90s sports cars in the future.
I own a all original 1991 MR2 that I purchased 2 months from original owner with 59,900 miles, non turbo, 5spd, ttops, loaded with options, AC flushed and compressor/dryer replaced and converted to 134A . It’s a time capsule for sure. Red, I was going to list on BaT but I’d like to sell without doing that. New tires, rear Toyota pads, new Toyota battery, Toyota wiper blades, Toyota brake/clutch cushions. A call is better or text 859-489-2382, KYAll three generations of the Toyota MR2 are cherished by owners and car enthusiasts because of its styling, performance capabilities, and overall uniqueness. The MR2 represents one of the last mid-engine cars at an affordable price point. As time goes on, the supply of MR2s will unfortunately and inevitably decline, which will cause prices and values to rise.
Why are MR2 Spyder so expensive?
There’s a lot about the MR2 Spyder that makes it unique, fun and collectible. Affordable mid-engine cars have always been unusual. In part, it’s not a very practical design that would work well for other cars, so they’re almost always expensive to develop, and thus end up being more expensive cars to begin with.
The most recent rumor to surface broke in December 2021 when Toyota unveiled 15 EV concepts, with one little orange sports car included. But nothing has been officially announced by Toyota as of this writing.
Are MR2 spyders fast?
The MR2 Spyder is not a fast car, but it can go fast.
Most millennials are solidly in their peak earning years, so they have the most disposable income to buy cars from their childhood that they grew up having posters on their bedroom walls as kids.
On the non-turbo model side, a seemingly museum-quality 1993 automatic model with only 9,000 miles on it sold for $25,500. So depending on your budget, goals, and desire to own an unmolested MR2, it indeed may be too late to buy one at an affordable price.And now, we’re seeing the Millennial generation begin to treasure the iconic cars from the 90s as the cars they’re willing to spend big money on to own. Nostalgia is a powerful thing, and people are willing to pay to relive their “good old days”.
If we are going to talk about safety then it is only right to start with the elephant in the room, snap oversteer. Snap oversteer exists on some level in most cars that have placed the engine behind the driver and are rear wheel drive – leaving much less of the weight in the front of the vehicle.
I, however, consider these things to be common sense when driving a vehicle with any real age, no car will last without some normal care. I have seen MR2s over 200,000 miles make it to and through the annual Bear Mountain event held in the Northeast of America.
Is MR2 Spyder fast?
The MR2 Spyder is not a fast car, but it can go fast.
Working on these cars however can get difficult. The engine bay isn’t always easy to work in. There have been many times I’ve had to climb into an incredibly awkward position just to reach a bolt or plug.Two sites that I have spent most of my money with when it comes to my MR2s are Rockauto and PrimeMR2. I have gotten both regular maintenance parts and upgraded performance parts.Snap oversteer occurs when the driver lifts off the throttle mid-corner. The weight of the car then shifts forward and leaves the rear end lightened. This can in some cases lead to a loss of control of the vehicle, especially if you add in other variables like poor tires or old and weathered suspension.Rock Auto has great prices with a good selection of parts. While Prime prices aren’t as low they offer many performance parts and also are usually giving away cars based on points earned from the money you spend on their site.
Obviously, things like the seats and space play a big part in how comfortable a car is but an often-overlooked part of the equation is your suspension and tire choice. Putting 18” wheels on your 90s MR2 might look cool but it makes for one hell of a bumpy ride – and how many of the guys with that same 90s MR2 have replaced the suspension bushings in that car?
Realistically, the name Toyota has for many years been synonymous with reliability. These cars can truly last a lifetime if properly maintained, like most Japanese car brands to be honest. A Toyota drive-train should easily reach 100,000 to 200,000 plus miles with only regular maintenance.
Like much of this topic, comfort is completely relative. I find the second generation MR2 to be very comfortable. I have on multiple occasions taken one of mine on road trips of 3-4 plus hours and have never even felt the need to get out and stretch. That is however at my size (5’10 and around 220 pounds); I’m sure people bigger than me would find it far less agreeable.The Toyota MR2 is absolutely capable of being a very fun, reliable daily driver if you live in a place where the climate allows for it. It’s comfortable, reliable (it’s a Toyota after all), and relatively safe considering its age. The cost of upkeep is also relatively cheap compared to modern cars.
If you live somewhere that gets any significant amount of snow, which I personally do (Central New York), then you might want to rethink it. I would never recommend driving any sports car in the snow, especially one that seems to be getting more and more valuable. But aside from that, daily driving an MR2 is a great idea. Obviously, the safety of a vehicle goes far beyond just that singular issue. I think that overall the Mr2 is just as safe as any other vehicle of the era they come from. The car itself is fairly safe but safety realistically boils down to the driver. The driver has to know the car’s limitations and capabilities, and of course be aware of other drivers on the road. It’s also worth noting the MR2’s small size compared to today’s generally large vehicles.
Being that we are talking about cars that are upwards of 35 years then things like hoses, belts, and wires will have to be checked regularly to ensure they don’t have any issues with dry rotting or corrosion.
I have never personally felt like I have even come close to this phenomenon and I would certainly categorize myself as a pretty aggressive driver. It is my opinion that if you maintain your MR2 properly and are a relatively average or better driver then you should never have an issue with the dreaded snap oversteer.
These cars can be incredibly reliable. To me, a great sign of reliability is an owner’s trust in driving their car long distances and I have regularly seen guys drive from up to 8-10 hours away in their MR2 to get to the Bear Mt. event.
I attended the annual Bear Mountain MR2 gathering and comfortably fit two adults and enough luggage for us to be on the road for 3-4 days. The big drawback was obviously the lack of cupholders, luckily I don’t require coffee to fuel my road trips.
As far as practicality goes, the MR2 is as practical as any two-seat sports car can really be. There is a decent amount of storage space having both a trunk and a front storage compartment.Toyota gave them the same safety options as all of the other cars of their generations. Things like airbags, ABS braking systems and power steering are options in many of the trim packages throughout the different iterations of the MR2.Much of it is based on the design of the body, not the engine bay itself. There is a decent amount of space in the bay but again, the sail panels make things tricky to reach from the top side. This is certainly a car where availability to a lift can take you a very long way towards easing those problems.
Is Toyota MR2 Spyder rare?
The scarcity of this vehicle makes it rare and collectible, but these vehicles are also significantly cheaper than a lot of the competition. Currently, you can get a used MR2 Spyder for between $10,000 and $25,000. Just keep in mind that these vehicles are older, so they’ll have more mileage than a new car.
I really think the MR2 can be a great and fun daily driver, though I would avoid driving it in snow. I jokingly tell everyone that it is my “fair-weather daily”. I drive mine from the time the street sweepers get the roads clean after winter until the first time the roads get salted (generally late April until late November) and love every minute of it.
The value of these cars seems to be on the rise so the cost of entry into driving an MR2 as a daily driver is going up – and seems like it will only continue. However, the cost of maintenance seems to be relatively average.
Over the last ten years, I have owned five Toyota MR2s of various levels of cleanliness and modification. All five of them were the second-generation model (1991-1995 in the U.S.), both turbo and a couple of naturally aspirated versions. All modifications and maintenance have been done by me except the occasions that one of them required bodywork.Mikev sells them you can find him on Spyderchat.com hes great and includes mounting hardware and istructions for free. so a 500 dollar bonus there got mine from him for 2400 shipped
I had the original engine rebuilt it has 135000 original miles 10000 of which are on the rebuild it is in excellent condition and has never been in an accident
Why is the Toyota MR2 rare?
As you can see in the model year ranges for each generation, MR2 availability in North America was sporadic throughout the car’s life, and I think that’s part of why it’s such an uncommon car today.
Was the MR2 supposed to compete with British roadsters? Was it more like a Corvette? Was it supposed to be a budget supercar with that midengine configuration? It was a little unclear, and I think that’s another part of why it wasn’t a bigger success in the States. The Toyota MR2 was its own thing — which is part of what made it so cool but also made it a little confusing to potential buyers, who ended up opting for a more conventional sports car.In a way, I think that dynamic for the MR2 still exists on the used market. Drivers looking for an affordable used roadster might consider the midengine Toyota, but either they won’t be able to find a desirable used example near them or they’ll end up opting for a safer choice, like a Miata or a more upscale option like the Porsche Boxster. Another problem for used MR2 models is that early examples of the Scion FR-S, a more modern Toyota (well, close enough to Toyota) sports car, are already getting into sub-$10,000 territory on the used market, and they’re much easier to find.
Are MR2 spyders hard to work on?
The 00–07 Toyota MR2 Spyder isn’t much more expensive or difficult to work on than many other Toyotas of the era. Toyota didn’t make any other mid-engined cars, so many components are unique to the Spyder (which means there are no other compatible models to borrow parts from).
All three generations of the MR2 have been highly praised by critics and enthusiasts alike. If you’re in the market for a sports car that you don’t see every day, an old MR2 is an excellent alternative to a more traditional roadster. Find a Toyota MR2 for sale or Find a Toyota MR2 Spyder for sale
They didn’t sell well because they were horrible cars. On paper they are wonderful. Midengine. Two seats. Manual transmission. Weighed about as much as some cars spare tires.
I have a 2000 mrs that has the low profile body from factory. It’s red it’s hot and it’s fast. I love it. 80,000 miles on her and folks love to see it. I love the comments about how awesome it is. My baby.I think that’s because it’s more clear what the Miata is. The MX-5 is a sort of spiritual successor to the small and dreadfully unreliable British roadsters of old while delivering similar — if not better — performance and much better reliability at a more affordable price. The MR2, on the other hand, was a small sports car with the engine behind the driver, and it kind of looked like origami in its first generation.Compare the MR2 to a greater roadster success story, like the Mazda MX-5 Miata. Even though Mazda was a much smaller automaker than Toyota, the brand sold Miatas in much greater numbers than Toyota sold the MR2 once the Miata arrived on the scene in 1989. Used Miatas are a dime a dozen, and you can see them in traffic almost every day, so long as the weather is nice enough. Granted, the MR2 stopped production in the mid-2000s and the Miata didn’t, but the Mazda has always been the more popular roadster.
The Toyota MR2 is easy to forget about unless you’re a die-hard Toyota fan. It was a midengine (M), rear-wheel-drive (R), 2-seater (2) sports car that saw three distinct generations and served as an affordable roadster with fantastic driving dynamics and Toyota reliability. Despite the car itself being a great idea and serving as what was arguably the coolest and most interesting car in the Toyota lineup in its day, you just don’t see that many of them for sale or in the wild. Why is that?
In der Standard-Sortierung, ohne Eingabe eines Ortes, werden neueste Anzeigen (alternativ änderbar auf “Günstigste zuerst”) oben gezeigt. Diese werden mit Eingabe eines Ortes auf den Ort bzw. den Radius eingegrenzt. Falls ein Ort sowie ein Radius ausgewählt wurde, ist auch die Sortierung nach Geringste Entfernung zuerst möglich.Viele Deals wurden auf Kleinanzeigen gemacht, seit dein Browser das Licht der Welt erblickt hat. Um weiterhin alle Funktionen einwandfrei nutzen zu können, solltest du ihn aktualisieren. Wir empfehlen Google Chrome, Mozilla Firefox, Microsoft Edge oder Safari, falls du macOS benutzt.
There lies a transversely mounted, twin-cam, sixteen-valve four-cylinder with a 7500-rpm redline. Large valves help high-rpm breathing, but in the days before variable valve timing was the norm, that benefit came at the expense of low- and midrange torque. To combat that problem, Toyota installed a flap that closed off half of the intake runners at engine speeds below 4350 rpm, boosting the intake-charge velocity and, therefore, torque. Sadly, the Nippondenso-badged derivative of Bosch L-Jetronic fuel injection, which uses a flapper-type airflow meter, muffled what should have been a recipe for glorious intake noise. Still, the 4A-GE engine is smooth, happy, and torquey from idle to redline, making the MR2 a sensible everyday driver.The Mister Two, as it’s affectionately known, is perhaps the best evidence that, buried deep in the corporate hallways of Toyota, there exist true car enthusiasts whose passion could take ordinary components and build a serious rival to real sports cars. A Toyota that could beat up on a Ferrari, as it were. Perhaps, as we wrote back then, “we should drop the Mister nickname and start calling it Sir.”
The MR2’s handling put Japan on the mid-engine map. Its cool, 1980s, origami-inspired styling still looks great, and these cars have lived up to their reputation for reliability and indestructibility. Plus, Dan Gurney helped with the chassis tuning, and there are two trunks. Numerous clubs and websites are dedicated to modifying these cars, so finding a stock example-like Lee’s-can be difficult. In your favor, though, is the fact that the first-generation MR2 outsold each of the next two generations by approximately three to one.Speed demons needed to wait a few years for more power. A supercharger showed up as an option on the 1988 MR2, the first U.S.-market production car to wear such a device in more than two decades. The Roots-type blower bumped horsepower to 145 and knocked almost two seconds off the normally aspirated MR2’s mid-eight-second dash to 60 mph. Even cooler, the supercharger was coupled by an electromagnetic clutch so that it could be disabled when not needed-and when it was in use, a green LED illuminated on the dash.Despite the MR2’s microscopic dimensions, the cabin feels quite spacious. Highly adjustable seats are so supremely comfortable that you’ve no choice but to forgive the oh-so-1980s scrunchie-accordion-rubber doohickeys on the headrest uprights. The pedals are placed properly in front of the driver (rather than pushed toward the right because of wheel-well intrusion, as in many mid-engine cars). The two-spoke steering wheel was not pretty back then, and time hasn’t helped its cause, but it’s attached to something we seldom see in cars today: a manual steering rack. With fewer than 1100 pounds on the front axle, the steering isn’t unduly heavy, even at parking-lot speeds, but flick the wheel on a back road and the MR2 reacts with notable aplomb. That is no surprise, since Toyota recruited Dan Gurney to help with the final chassis tuning.Not so cool, however, was a host of suspension revisions that dumbed down the MR2’s handling and softened an already comfortable ride. It seemed that in the 1980s, like today, Toyota couldn’t resist tinkering with something that wasn’t broken. But if one thing has changed big time in the last twenty-five years, it’s the disappearance of the reasonably priced, two-seat sport coupe. When it was new, the MR2 played the part of the serious sports car among Pontiac Fieros and Honda CRXs in a class of cars that no longer exists. Still, the MR2 was very much a Toyota. Whereas the cabins of other mid-engine cars were crammed with more compromises than cubic feet, the MR2’s cockpit was a model of ergonomic perfection, if somewhat less than aesthetically perfect. The dashboard’s multiple pods and appendages appear, in retrospect, to be an attempt to torture interior designers, but all of the important controls are placed within easy reach. To describe the cabin as minuscule would be an understatement, but with a greenhouse interrupted only by the thinnest of pillars, the view out is better than that from a modern convertible with its top down. Not that the AW11-chassis MR2 was brand-new in April of 1986. It had already been on the market for more than a year, but that made it a spring chicken compared with the Ferrari 308 parked next to it, which was in its twelfth year. In that first issue, we did the unthinkable, pitting a $14,778 Toyota against a $54,300 Ferrari. Then, we lost our minds and declared the cheap Japanese car the winner.A quarter of a century has passed since the first issue of AUTOMOBILE MAGAZINE arrived on newsstands. It seems like only yesterday to many of us, but surely that cannot be so, since the 1986 Toyota MR2 that graced the cover of our premiere issue has migrated to the back of the book. Once a cover model, the first-generation MR2 is now a Collectible Classic.”God help the Italians if the Japanese ever decide to build supercars,” wrote David E. Davis, Jr. Time, the Acura NSX, and the Lexus LFA would prove that divine assistance is not yet required for Ferrari, but it’s still true that the MR2 was a very special car. Special because of its looks, performance, mid-engine layout, and, above all, because it was so unexpected, coming from a conservative company like Toyota.
A testament to his efforts is the fact that the super red 1986 MR2 on these pages is the champ in its local autocross class. Its owner is high-school science and math teacher Richard Lee. The MR2’s front trunk, or “frunk,” as Lee calls it, houses a spare tire and enough room for an overnight bag and the removable glass roof panel (T-tops became available in 1987). The rear trunk, which he appropriately calls “the trunk,” is spacious enough for a couple duffel bags. But it’s the middle trunk (which we’ll call “the engine compartment”) where the magic is.
Did Toyota make a limited run of the MR2 Spyder or was this car mass-produced? I haven’t seen one on the street before, but I’m hoping they aren’t super rare so that I can add one to my collection at some point.Midship Garage’s hardware kit, featuring authentic Toyota parts, is designed to secure the OEM hardtop over the soft top assembly on the 2000-2006 Toyota MR-2 Spyder, MR-S, and Roadster. Swapping a Toyota 2ZZ-GE inline-four from a seventh-generation Celica into the MR2 Spyder is common for owners who want 200 horsepower in a compact engine. It’s reportedly reliable but doesn’t handle forced induction all that well, presumably due to its 11.5:1 compression. It’s an all-aluminum engine with dual overhead camshafts and can make up to 260 horsepower depending on what car it came from. This is a solid, safe swap that’s been done many times, and there is a lot of literature covering it. However, don’t be afraid to get creative. Another swap to consider is a small, lightweight V6, like the Mitsubishi MIVEC A612. It’s an all-aluminum 2-liter V6 that makes 200 horsepower. Both the 2ZZ and A612 are comparable in weight, with the MIVEC barely edging a higher weight class. Some owners want to keep it within the family and swap a 2GR-FE V6, which makes at least 236 horsepower. However it’s much larger at 3.5-liters, so it might be more difficult to fit.
If you ever get the chance to drive a Toyota MR2 Spyder from 1999-2007, jump on it immediately. It’s a nimble little mid-engine, rear-wheel-drive convertible sports car that weighs just 2,200 pounds. The MR2 is certainly not devoid of flaws. Aside from a squirrelly rear end, its engine can be difficult to work on due to the tight space in the engine bay. An inherent weakness with the exhaust prevents it from whole-heartedly adopting that famous Toyota reliability. Fortunately, there’s a way to fix that issue while increasing power.
Engine bay space is a problem with the MR2. Fitting turbos onto the stock motor may present issues only resolved by dramatic chassis fabrication. In a 2,200-pound convertible car, chassis fabrication could impact structural rigidity. If you’re trying to get more power out of an MR2, try and solve as many problems as you can in the process. If the engine bay space is tight but chassis fabrication doesn’t bode well for structural rigidity, opt for a small engine that can last forever with minimal maintenance. Luckily there are a few engines small enough to fit, make more horsepower, and are more reliable.The stock third-generation MR2 came with the ZZW30, a 1.8-liter inline-four making about 140 horsepower mated only to either a 5-speed manual or sequential manual transmission. The power was adequate for the size of the car, but the engine suffered from a substantial defect in the exhaust. The engine used ceramic parts in its pre-cat system that could break apart over time and cause severe engine damage. Toyota’s ZZW30 also burned oil in abundance. Aside from that, the only transmission worth getting for the Toyota MR2 was the 5-speed manual due to reliability issues with its sequential manual transmission.
How much HP can a MR2 Spyder handle?
It’s an all-aluminum engine with dual overhead camshafts and can make up to 260 horsepower depending on what car it came from.
Embracing a V6 typically means more low-end power, and avoiding forced induction keeps it predictable. A turbocharged MR2, depending on the equipment, could make the car more difficult to control once the boost kicks in. Mazda makes a small aluminum V6 as well, as part of its K series engines. eBay has them for sale for around $600. Whichever engine you get, make sure it’s built to handle the high revs that come from a manual-transmission car.Du kannst Deine Suche jederzeit über ‘Meine Suchen’ wieder ausführen. Um E-Mail-Benachrichtigungen bei neuen Suchergebnissen zu aktivieren und alle Infos zwischen verschiedenen Geräten zu synchronisieren, musst Du Dich anmelden.
While the MR2 Spyder’s power output is not its strong suit, the chassis is glorious. The Spyder retains the great mid-engine handling character of the previous generations. Yet, gone is the snap oversteer tendency made notorious by the previous two models. By far, the W30 is the most balanced of all available MR2s.
As a result, the W30 harkened back to the original AW11 MR2 from the 80s. It emphasized simplicity and low weight as its recipe for success. The Frog was a staggering 700-odd pounds lighter than its predecessor. At a curb weight of 2,195 pounds, it is even lighter than the original AW11 by a couple of dozen pounds. So you can understand what Toyota is laser-focused on in relation to design.
It may not be the most beautiful roadster but has its niche. Because the Spyder has bolt-on panels across the car, both replacement and modifications are easy. Very few cars allow you to take the quarter-panel completely off. The Spyder is one of them. With a few exterior upgrades, you may find on-lookers confused. Most people aren’t even sure what type of car it is.
In the case of the MR2 Spyder, we recommend the 2003+ model years. The pre-cat system in early models is a known issue. Early model years also have some oil-burning issues. Looking for a hard top i.e a removable hard top for the spyder. OEM hardtops are at least $2,500 dollars if you can find one in your color. Even aftermarket options are still at least about $2,000. As with most convertibles with vinyl roofs, they are prone to cracking with age and use.
So is the MR2 Spyder a steal even in today’s market? There are rumors that even an MR2 successor may be in the works. Yet, we can guarantee it won’t be the same as the ones of old. It is likely that Toyota will never put a naturally-aspirated engine in the back of an economy sports car again. With modern cars averaging two tons, how will they achieve the crazy low weight? Modern safety standards and design say otherwise. So, it is safe to say the W30 is a relic of its time.
MR2 aficionados tend to refer to the MR2 line-up like this: the AW11, the SW20, and the other one. Why was the W30 always the odd one? A contentious aspect of the MR2 Spyder was its looks. As with most mid-engine cars, it has a short hood and longer rear end. The AW11 was definitive of 80’s boxy styling. The SW20 is sleek and round. The W30 is a strange mix of both. Its proportions are very square and you either love or hate it. We will admit that over time, the aesthetic of the Frog has grown on us.
Yes, the SMT is lackluster compared to modern dual-clutch transmissions. Even an automatic ZF 8-Speed is better in every regard. Although downshifts are crisp and quick, upshifts are lacking in speed. In this case, the proper manual is actually faster than the SMT.
Is the MR2 a good daily driver?
The Toyota MR2 is absolutely capable of being a very fun, reliable daily driver if you live in a place where the climate allows for it. It’s comfortable, reliable (it’s a Toyota after all), and relatively safe considering its age. The cost of upkeep is also relatively cheap compared to modern cars.
For comparison, the rare SW20 Turbo averages prices above $20,000 in today’s market. Naturally-aspirated manual SW20s go for about $12k. If you can find a good condition W30 for under $10k, that is a good buy. As with most cars, the later model years are the most desirable option.Although a compelling driver’s car, the SW20 had some major oversights that killed it in the long run. It was too expensive and too heavy as it was using Toyota Celica parts. It was a complex car, plagued by its many idiosyncrasies. Thus, when Toyota reintroduced the model into the U.S. five years later with a new generation, changes were major. The Spyder left the Celica platform for the cheaper and lighter Corolla platform.
The SW20 Turbo would smoke the W30 in a straight line, almost a second faster in the sprint to 60 mph. Yet, because of the W30’s impressive low weight, it could still manage a 6.8-second 0-to-60 time.
Let’s not forget this is technology from 20 years ago. There were very few W30s produced. Even less with these transmissions. Since this was the only car in the entire Toyota line-up to ever receive the SMT, it is a specialized, expensive unit. Although cool and a novelty of some sort today, the safer bet is to stick with the 5-speed manual instead.
Will MR2 Spyder go up in value?
Toyota MR2s will likely continue to appreciate in value in the future – but not as much as more popular Japanese cars like the Supra, NSX, and RX7. The combination of its affordable price, unique styling, and performance figures makes the SW20 MR2 quite a steal in the collector car market.
By the 2005 model year, sales of the Spyder had dwindled below 1,000 units. It was unfortunate that it did not sell well. These numbers lead to the quick death of the MR2, marking the end of U.S. sales in 2005. Now, the average price of an MR2 Spyder is $13,929 over the last five years. A couple of years ago, you could find them a dime a dozen for under $10k. Nobody wanted them. It was “the other one”, remember?
This was an aggressive decrease from the SW20 Turbo. The 1ZZ was a better all-around engine than the non-turbo 5S-FE option found in the SW20, but it was the only choice. As a result, this left a sour taste for many MR2 enthusiasts. You always expect the newest model to be the fastest, but this was not the case with the Frog. Daud Gonzalez is a lifelong car enthusiast and automotive writer with a specialty in modified and race-ready rides. He spends most of his time modifying his cars and ruining them in the process. He is currently the owner of a track-ready BMW 335i, a mild off-roading 1981 Toyota Hilux, and a 2008 Lexus RX400H for daily driving. Most of his free time is dedicated to making sure his vehicles survive to see the next day. You are likely to catch him at one of Southern California’s race tracks on the weekends. The Spyder’s interior is comfortable for a two-seat sports car. It is a Toyota after all. And in the Toyota way, excels in its simplicity. Although simple, at no point is the driver neglected. The perforated leather steering wheel is wonderful in your hands. The leather shift knob and brushed metal pedals are quality units. No, it’s not a luxury car, but both cloth and leather seat options look good and are ergonomic.When new, a 2002 Toyota MR2 Spyder sold for $24,645. The same year NB Mazda Miata sold for $21,280. Here is a big distinction between the two, Toyota made way fewer W30s than you think. There were only 27,941 sold in the U.S. in their five-year span. Mazda sold three times as many NB Miatas in the same time.