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Toyota MR2

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In automotive design , an RMR , or rear mid-engine , rear-wheel-drive layout is one in which the rear wheels are driven by an engine placed with its center of gravity in front of the rear axle, and thus right behind the passenger compartment. Nowadays more frequently called 'RMR', to acknowledge that certain sporty or performance focused front-engined cars are also "mid-engined", by having the main engine mass behind the front axle, RMR layout cars were previously (until ca. the 1990) just called MR , or mid-engine, rear-wheel-drive layout ), because the nuance between distinctly front-engined vs. front mid-engined cars often remained undiscussed.

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78-564: The Toyota MR2 is a line of two-seater, mid-engined , rear-wheel-drive sports cars , manufactured in Japan and marketed globally by Toyota from 1984 until 2007 over three generations: W10 (1984–1989), W20 (1989–1999) and W30 (1999–2007). It is Japan's first rear mid-engined production car. Conceived as a small, economical and sporty car, the MR2 uses simple but effective design elements, including an inline-four engine , transversely mounted in front of

156-854: A DOHC four-valve-per-cylinder motor, borrowed from the E80 series Corolla . This engine was also equipped with Denso electronic port fuel injection and T-VIS variable intake geometry, giving the engine a maximum power output of 112 hp (84 kW) in the US, 128 hp (95 kW) in the UK, 116 or 124 PS (85 or 91 kW; 114 or 122 hp) in Europe (with or without catalytic converter), 118 hp (88 kW) in Australia and 130 PS (96 kW; 128 hp) in Japan. Japanese models were later detuned to 120 PS (88 kW; 118 hp). A five-speed manual transmission

234-587: A front-wheel drive layout. The AE85 and AE86 Corolla Levin and Sprinter Trueno (SR-5/GT-S in US) retained rear-wheel drive from the previous E70 generation, along with the three-door "liftback" (E72), three-door van (E70) and five-door wagon (E70) of the previous generation, which remained in production. The AE86 ultimately gained international prominence in drifting and wide popularity in Showroom Stock , Group A , and Group N , Rally and Club racing. In

312-573: A joint venture with General Motors , mildly restyled versions of the front-wheel drive AE82 sedan and liftback were locally manufactured and sold in the United States as the Chevrolet Nova . The front-wheel-drive wheelbase was now 2,430 mm (95.7 in). It was the first Corolla to top the New Zealand top-ten lists, ending Ford's dominance of that market. A shorter hatchback range, called

390-420: A 1976 Toyota design project with the goal of a car which would be enjoyable to drive, yet still provide good fuel economy – not necessarily a sports car. Design work began in 1979 when Akio Yoshida from Toyota's testing department started to evaluate alternatives for engine placement and drive method, finalizing a mid-transverse engine placement. Toyota called the 1981 prototype SA-X . From its original design,

468-603: A May 1985 facelift at Toyota Corolla Store locations. The range began with the 1300 Custom DX and ended with the 1600 GT Limited, introduced in June 1986. The FX hatchback lineup was considered a semi-separate line and received a different nose and different equipment levels than its sedan and liftback counterparts. The 1.3 was not available in the FX, targeted at sportier buyers, until the 2E engine became available. Japanese market engines: Japanese market chassis: The American specification

546-435: A challenge during testing, as the 222D also suffered from enormous turbo lag (as did most of the competitive Group B cars), but paired with the extremely short wheel base made driving at speed almost impossible. Toyota Team Europe owner Ove Anderson describes: "you never knew what it was going to do. With such a short wheelbase and such power in such a light car it could swap ends at any time, and without any warning". During

624-445: A handful of 2+2 designs . Additionally, some microtrucks use this layout, with a small, low engine beneath a flat load floor above the rear wheel-wells. This makes it possible to move the cab right to the front of the vehicle, thus increasing the loading area at the expense of slightly reduced load depth. In modern racing cars, RMR is a common configuration and is usually synonymous with "mid-engine". Due to its weight distribution and

702-456: A private collector in 2017, one in white, with a 50mm lengthened wheelbase and a more production styled body located in Tokyo. Although the 222D was still a prototype, it made it very far into development before Group B was canceled. Of the rumored eleven built, eight were destroyed in testing, indicating Toyota was considering bringing the 222D to competition. However, the short wheelbase proved to be

780-421: A redesign in 1989 (though North America did not receive them until early 1990 as 1991 models). The new car was larger, weighed 350 to 400 lb (159 to 181 kg) more than its predecessor due to having a more luxurious and spacious cabin, larger engine sizes, sturdier transaxle, and a more durable suspension setup. The overall design of the automobile received more rounded, streamlined styling, with some calling

858-573: A run of 270 units, featured a special Midnight Blue paint, the MOMO -commissioned steering wheel and gear knob, Recaro "Milano" seats with matching door panels. The 1989 model also benefited from some of the last G-Limited model options, such as the LED rear spoiler brake light and more aerodynamic wing mirrors. Both "Super Edition" models had unique decals on the rear visor and side stripes. While Toyota's front-engine, rear-drive Celica rally cars proved dominant in

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936-521: A sign of greater things to come. The 718 followed similarly in 1958. But it was not until the late 1950s that RMR reappeared in Grand Prix (today's " Formula One ") races in the form of the Cooper - Climax (1957), soon followed by cars from BRM and Lotus . Ferrari and Porsche soon made Grand Prix RMR attempts with less initial success. The mid-engined layout was brought back to Indianapolis in 1961 by

1014-408: A surprise appearance at the 2006 Goodwood Festival of Speed , Toyota drove and displayed a black 222D. The race-ready car weighed around 750 kg (1,650 lb) and its transverse-mounted, four-cylinder, turbocharged engine (what appears to be a 503E race engine, though other prototypes may have used the 4T-GTE ) was reported to produce as much as 750 hp (559 kW). The MR2 went through

1092-428: A time also produced a brake kit as well for the MR2, but this has been discontinued. Performance parts manufacturer JUN offered engine upgrades for the MR2's 3S-GTE engine which came in the form of stroker kits, which were co-developed with Cosworth , and also offered lightened flywheels, cam gears, and camshafts. The SW20 garnered generally favorable reviews during its production life, with various sources complimenting

1170-477: A variety of changes during its 10 years of production, grouped in four different periods: Introduction of the new generation. Revision 5 : 1998–1999 Model (Introduced Nov-1997): Changes to the suspension geometry, tire sizes and power steering in January 1992 (MY 1993) were made in response to journalist reports that the MR2 was prone to "snap-oversteer" . As a counterpoint to the snap-oversteer phenomenon of

1248-424: A variety of tuning parts for the MR2. The "T020" as it was called, was powered by a naturally aspirated 2.2L stroked 3S-GE that produced 175 kW (235 bhp) at 6,800 rpm, this was due to more aggressive "F3" cams, a stroker kit, better intake flow with the aid of the "TOM'S Hyper Induction Carbon" intake kit, and an upgraded exhaust system labeled the "TOM'S Barrel", a lightened flywheel was also equipped to help

1326-531: A very favorable balance, with plenty of weight on the driven rear axle under acceleration, while distributing the weight fairly evenly under braking, thereby making optimal use of all four wheels to decelerate the car rapidly as well. The RMR layout generally has a lower tendency to understeer . However, since there is less weight over the front wheels, under acceleration the front of the car can be prone to lift and still have understeer . Most rear-engine layouts have historically been used in smaller vehicles, because

1404-444: Is rumored that approximately 10 conversion kits were imported from TRD Japan into the US for conversions. In many respects, the extended body can be compared to that of a Porsche 911 Slantnose modification. The car's width is extended and body dimensions dramatically changing the car's overall visuals. Very little is known about these cars outside Japan. Apart from Toyota Racing Development, TOM'S also released official body kits and

1482-588: Is rumored that at least one was built to produce up to 373 kW (500 bhp) whereas some others had few modifications to their engines. In order to ensure exclusivity, a high price tag was charged and total of just 35 factory car conversions were completed by Toyota Technocraft Ltd. Each official Technocraft-converted car was made using lightweight fiberglass components (front fenders, trunk lid extension, rear quarter panels, gas door, front and rear bumpers, 3-piece wing) and re-classified as completely new cars (with their own specially numbered TRD VIN plate riveted to

1560-618: The 1923 Benz Tropfenwagen . It was based on an earlier design named the Rumpler Tropfenwagen in 1921 made by Edmund von Rumpler , an Austrian engineer working at Daimler. The Benz Tropfenwagen was designed by Ferdinand Porsche along with Willy Walb and Hans Nibel . It raced in 1923 and 1924 and was most successful in the Italian Grand Prix in Monza where it stood fourth. Later, Ferdinand Porsche used mid-engine design concept towards

1638-488: The Auto Union Grand Prix cars of the 1930s which became the first winning RMR racers. They were decades before their time, although MR Miller Specials raced a few times at Indianapolis between 1939 and 1947. In 1953 Porsche premiered the tiny and altogether new RMR 550 Spyder and in a year it was notoriously winning in the smaller sports and endurance race car classes against much larger cars –

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1716-586: The Cooper Car Company with Jack Brabham running as high as third and finishing ninth. Cooper did not return, but from 1963 on British built mid-engined cars from constructors like Brabham , Lotus and Lola competed regularly and in 1965 Lotus won Indy with their Type 38 . Rear mid-engines were widely used in microcars like the Isetta or the Zündapp Janus . The first rear mid-engined road car after WW II

1794-459: The gearbox and differential . This represented an extremely innovative sportscar at a time when all of its competitors (aside from the rear-engined Porsches), from Ferraris to Aston Martins , were traditional front-engined, rear-wheel-drive grand tourers. The Pontiac Fiero was a mid-engined sports car that was built by the Pontiac division of General Motors from 1984 to 1988. The Fiero

1872-486: The "Turbo" emblem (US) on the rear trunk, 'TWIN CAM 16 TURBO' decal above the side intake (Japanese market), a fiberglass engine lid with raised vents, fog lights, and an added interior center storage compartment located between the two seats. All SW20 MR2s came with a staggered wheel setup, with wider wheels and tires in the rear than in the front. Mechanical differences on the Turbo models include: The US market MR2 Turbo model

1950-406: The 1985 Rally Portugal (its first), with Jorge Ortigão driving and J. Batista navigating. The car continued to be raced as late as the 1993 Acropolis Rally , with its best finish a third overall in the 1989 Rallye Côte d'Ivoire (with Adolphe Choteau/Jean-Pierre Claverie). The AE86 became international prominent in the motorsport of drifting . Owners may heavily modify their AE86 models to where

2028-511: The 1985 facelift, the 1.3 was switched to the new 12-valve E-series unit. Model designations changed at the same time; in Indonesia it was switched from GL to SE Saloon. The newer model has slightly bigger headlamps and also received flush hubcaps. Asian market chassis: The rear-wheel-drive AE86 models campaigned in the Group A rally championship from 1985 until 1992. Victories included a class win in

2106-1010: The 1986 model year. The Corolla FX, including the sporty FX16 model, were also built at the NUMMI plant in California. While all the rear-wheel drive 80-series Corollas were AE86 chassis in North America, the VINs differentiated between the three equipment levels: the DX got AE85, the SR-5 got AE86, and the GT-S received an AE88 VIN. North American market engines: North American market chassis: European market engines: European market chassis: Australian market engines: Australian market chassis: Australian market levels: Mainly 1.3 and 1.6 petrol engines were available in Asia: After

2184-411: The 911 (993) GT2 for increased downforce at high speeds, and a reworked suspension set up with Öhlins equipment. Japanese tuner Border Racing, made available several parts as well, consisting mostly of parts that improved the car's suspension geometry, namely roll-center adapters, extended tie rods, etc., though they have also produced intercooler kits for the car and several interior pieces. AP Racing at

2262-461: The African Group B rallies of the 1980s, they were at a disadvantage on the twistier European stages. Thus, Toyota Team Europe started a rally project in 1985, codenamed "222D" based on the MR2, for competition in Group S and potentially Group B. Though somewhat similar on the outside, it is clear that the prototype had very little in common with the production car although the two appear to share

2340-778: The Corolla FX in Japan and the Corolla Compact in Germany, arrived in October 1984 on the front-wheel-drive platform. The three- and five-door hatchbacks resembled the Corolla sedan with a truncated rear deck and trunk. Although there was a five-door liftback model of the longer Corolla sedan, the shorter FX hatchback was sold alongside it. The Corolla FX replaced the Toyota Starlet in North America. A DOHC 16-valve engine, designated 4A-GE ,

2418-591: The Honda NSX, Toyota Supra RZ, and even the Ferrari 348 TB . Best Motoring, a popular Japanese automobile TV show, featured an episode that had them battle a factory stock Rev 5 GT-S Turbo versus other Japanese market contemporaries on the Tsukuba Circuit , with the MR2 winning the circuit race. In the rankings of personal bests, a Rev 2 GT-S was able to clock 1:08.00 at Tsukuba Circuit. The second-generation MR2 underwent

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2496-546: The MR2 SW20 a "baby Ferrari" or "poor man's Ferrari" due to design cues similar to the Ferrari 308 GTB/GTS or Ferrari 348 . Like the AW11 before it, Toyota spent countless hours fine-tuning the handling capabilities of the SW20, seeking advice from professional race car drivers, including Dan Gurney of Formula One, NASCAR, and Le Mans fame. When the AW11 was still in production and before

2574-669: The MR2 community. TOM'S still keeps a T020 part list on their website, and there are still T020 part catalogues in circulation between enthusiasts to this day, albeit second-hand. Between 1996 and 1999, Toyota TechnoCraft (TTC) produced 88 or 91 SW20 MR2 Spider convertible conversions. These cars featured a retractable cloth softtop roof and exclusive wingless trunk and engine lids. Most Spiders had automatic transmissions, naturally aspirated engines, and Lucerne Silver paint with blue side mouldings and black and blue accented cloth seats. The Toyota name and logo were not applied to these cars due to concerns about roof leaks. During its production,

2652-459: The MR2 number eight on the list of Top Sports Cars of the 1980s . In 1988 and 1989 Toyota produced two final production runs of fully optioned "Super Edition" MR2s, based upon the supercharged Japanese market model, and only sold in Japan. The 1988 'Super Edition' was a run of 300 units, had white/gold two-tone paint, bronze glass, unique half-leather and half-cloth seats, along with a MOMO -commissioned steering wheel and gear knob. The 1989 model,

2730-588: The MR2 won the Car of the Year Japan . As Toyota engineered the MR2 to accommodate a 2-liter engine, its primary features included its light body (as low as 950 kg (2,094 lb) in Japan and 1,066 kg (2,350 lb) in the US), strong handling, and low-power small-displacement engine. The car is often referred to as the AW11, referring to the chassis code of the most common 1.6-liter, A-engined versions. The MR2's suspension and handling were designed by Toyota with

2808-399: The MR2, other journalists point out that most mid-engine and rear-engine sports and super cars exhibit similar behaviour, and that a change to the driver's response to oversteer is really the solution. In any car, braking shifts the weight forward, and acceleration to the rear. When drivers enter a corner with too much speed, and lift the throttle mid-corner, the weight transfers forward causing

2886-586: The Renault-engined Lotus Europa , built from 1966 to 1975. Finally, in 1966, the Lamborghini Miura was the first high performance mid-engine, rear-wheel-drive road car. The concept behind the Miura was that of putting on the road a grand tourer featuring state-of-the-art racing-car technology of the time; hence the Miura was powered by a V12 transversely mounted between the rear wheels, solidal to

2964-446: The SW20 chassis a much more capable track machine. A sportier look was given to the vehicle as well through engine scoops, side skirts, a Ferrari 348 -esque rear light grille, forged wheels, revised bumper designs, and a larger rear spoiler. Though undeniably still an MR2, the T020 was in all essence a more refined automobile, as is the nature of any TOM'S outfitted vehicle. Whilst the T020

3042-407: The SW20 enjoyed a myriad of tuning parts from Japanese tuners such as HKS, Blitz, Phoenix Power, etc. While some companies only offered aesthetic modifications for the SW20, others such as Phoenix Power offered modifications such as a tuned ECU, longblock modifications, and a trunk-mounted intercooler combined with a T04R Turbocharger. The Phoenix Power MR2 also featured a large rear wing reminiscent of

3120-437: The SW20 still has a large enough following to be labeled as a very challenging car to push to its limits, with some labeling it as "the most dangerous car that you can buy". Such a label may be true as MR2s are relatively cheaper than most automobiles with an MR platform ( Honda NSX , Ferrari F355 , Lotus Elise ) and that it is readily available to most people. Early in the 1990s, the SW20 enjoyed considerable success throughout

3198-472: The SW20 was officially shown to the public, several rumors were spreading stating that Toyota was building yet another mid-engine sports car, one that would have a 3.0-liter V6 engine that could directly compete with the 348, though this specific rumor was later shot down under the pretense that such a car would belong under the Lexus branding. Differences between the normally aspirated and turbocharged models include

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3276-530: The TRD2000GT wins in the GT-C Japanese racing series, since the TRD2000GT racing series cars were based on the SW20 floor pan. The TRD2000GT body kit widened the MR2 by a total of 100 mm (4 in). Prior to MR2s being fitted with the TRD2000GT body kit, TRD had its customers select which additional engine, suspension, wheel, and interior upgrades they wanted. For this reason, no two TRD2000GT MR2s are alike. It

3354-420: The US market), Toyota introduced a supercharged engine for the MR2. Based on the same block and head, the 4A-GZE was equipped with a small Roots-type supercharger and a Denso intercooler . T-VIS was eliminated and the compression ratio was lowered to 8:1. It produced 145 hp (147 PS; 108 kW) at 6,400 rpm and 186 N⋅m; 137 lb⋅ft (19 kg⋅m) of torque at 4,400 rpm and accelerated

3432-415: The body to indicate their authenticity and rarity). The Toyota Technocraft Ltd. TRD2000GT had a 60 mm (2.4 in) wider front and rear track (due to the addition of wider wheels and tires). Virtually every car converted also had other TRD parts fitted too, including extensive changes to both the suspension and engine. Most cars left the factory making more power due to TRD bolt-ons, some cars even left

3510-402: The car evolved into a sports car, and further prototypes were tested both in Japan and in the US. Significant testing was performed on race circuits including Willow Springs , where former Formula One driver Dan Gurney tested the car. All three generations were in compliance with Japanese government regulations concerning exterior dimensions and engine displacement. The MR2 appeared around

3588-416: The car from 0 to 100 km/h (62 mph) in 6.5 to 7.0 seconds. The supercharger was belt-driven but actuated by an electromagnetic clutch, so that it would not be driven except when needed, increasing fuel economy. Curb weight increased to as much as 2,494 lb (1,131 kg) for supercharged models, due to the weight of the supercharger equipment and a new, stronger transmission. A fuel selector switch

3666-403: The change and claim that it "neutered" the sharp edge the MR2 was known for. Toyota claimed that the changes were made "for drivers whose reflexes were not those of Formula One drivers". In 1998, Toyota Racing Development offered an official kit body conversion and tuning program for MR2 owners to transform their existing SW20 MR2 into a wide-body TRD2000GT replica car. This was to pay homage to

3744-471: The early 2000s. SARD (Sigma Advanced Research Development) built a heavily modified and lengthened version of the SW20 for GT racing called the SARD MC8-R. It used a heavily modified MR2 frontal chassis with a custom rear chassis made to fit a twin-turbo version of the 4.0-liter 1UZ-FE V8 producing 600 bhp (447 kW). This is the first car which only used the frontal chassis of a production car and

3822-486: The engine rev easier. The T020 also featured a more race-oriented suspension/chassis set up via camber kits, upgraded tie-rods, strut bars, roll center adjusters, stiffer springs, race shock absorbers, and sports brake pads. These modifications lowered the vehicle's center of gravity for increased agility and stability while cornering, and combined with the engine modifications enabling the T020 to accelerate from 0–60 mph (0–97 km/h) in 4.9 seconds, in turn further made

3900-461: The factory boasting up to 500 PS (368 kW; 493 hp) and less than 1100 kg (2425 lb) for a very impressive power-to-weight ratio. While TRD Japan only offered a small number of kits with all body parts required for third-party conversion, Toyota Technocraft Ltd. offered complete car conversions. Apart from the cars listed on the TRD2000GT register it is unknown how many original Toyota Technocraft Ltd. cars still exist today, but it

3978-486: The favorable vehicle dynamics it produces, this layout is heavily employed in open-wheel Formula racing cars (such as Formula One and IndyCar ) as well as most purpose-built sports racing cars . This configuration was also common in smaller-engined 1950s microcars , in which the engines did not take up much space. Because of successes in motorsport, the RMR platform has been commonly used in many road-going sports cars despite

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4056-424: The fully rear-engine, rear-wheel-drive layout , the center of mass of the engine is in front of the rear axle. This layout is typically chosen for its favorable weight distribution . Placing the car's heaviest component within the wheelbase minimizes its rotational inertia around the vertical axis, facilitating turn-in or yaw angle . Also, a near 50/50% weight distribution, with a slight rear weight bias, gives

4134-476: The help of Lotus engineer Roger Becker. Toyota's cooperation with Lotus during the prototype phase can be seen in the AW11, and it owes much to Lotus's sports cars of the 1960s and 1970s. Toyota's active suspension technology, called TEMS , was not installed. With five structural bulkheads, the MR2 was quite heavy for a two-seater of its size. Toyota employed the naturally aspirated 4A-GE 1,587 cc (1.6 L; 96.8 cu in) inline-four engine ,

4212-447: The inherent challenges of design, maintenance and lack of cargo space. The similar mid-engine, four-wheel-drive layout gives many of the same advantages and is used when extra traction is desired, such as in some supercars and in the Group B rally cars. The 1900 NW Rennzweier was one of the first race cars with mid-engine, rear-wheel-drive layout. Other known historical examples include

4290-515: The most notable being that rear suspension components are not interchangeable between the MK1a and MK1b cars. Original introduction The changes in MY 1986 and MY 1987 occurred in parts. Instead of a drastic change in MY 1987 models for the above MK1b upgrades, some MK1a parts continued on in early MY 1987 cars while some MK1b parts came on MY 1986 cars as options. An example is that some MY 1987 cars still retained

4368-435: The name MR2. Toyota introduced the first-generation MR2 in 1984, designating it the model code " W10 ". When fitted with the 1.5-liter 3A engine, it was known as the "AW10". Likewise, the 1.6-liter 4A version is identified by the "AW11" code. In Japan, the MR2 was marketed exclusively via Toyota's Toyota Auto Store and Toyota Vista Store , both rebranded in 1998 as Netz Toyota Store . At its introduction in 1984,

4446-414: The old "flat" front bumper despite having MK1b upgrades everywhere else on the car. Some early MY 1987 7-rib engines came with the earlier blue top valve cover. This was also noticed in the rear sway bar removal for the MY 1986. Some MY 1986 cars have a rear sway bar, while the mounting tabs on the strut housing were either there for both sides, only one side, or none at all depending on when Toyota ran out of

4524-517: The older rear struts with mounting tabs as production used up parts. American car magazines Road & Track and Car and Driver both chose the MR2 on their "ten best" car lists. The Australian Wheels magazine chose the 1988 MR2 as its favourite sports car. The MR2 was Motor Trend ' s Import Car of the Year for 1985. The MR2 was also on Car and Driver magazine's Ten Best list for 1986 and 1987. In 2004, Sports Car International ranked

4602-486: The rear axle, four-wheel disc brakes , and fully independent coilover suspension – MacPherson strut fronts and Chapman strut rears. The name MR2 stands for either " m id-ship r un-about 2 -seater" or " m id-engine, r ear-wheel-drive, 2 -seater". In French-speaking markets, the vehicle was renamed Toyota MR because the abbreviation "MR2" sounds like the profanity "merde" when spoken in French. The MR2 derived from

4680-423: The rear tires to lose traction (called lift-off oversteer), which can result in a spin. When improper steering inputs were made attempting to correct this non-power-on oversteer, the rear of the MR2 would swing one way, then wildly (and quickly) the other—thus the term "snap" oversteer. Toyota elected to change the MR2 suspension and tires to reduce the likelihood that this would occur, though many drivers would lament

4758-474: The rear trunk and body mouldings behind both doors. This model was never offered outside of the Japanese and North American markets, although some cars were privately imported to other countries. MK1a and MK1b are unofficial designations, but are frequently used by owners and vendors to distinguish between early production vehicles and later face-lifted models. While there are considerable differences detailed below,

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4836-446: The right-hand drive UK market) three months later, and sold well in most European markets. The car was facelifted in May 1985, receiving larger headlights akin to those installed on the coupés. The smaller 1.3-litre A-series engine was replaced by the new 12-valve 2E unit at the same time for most markets. The 1.3-litre 2A engine was replaced by the more modern 12-valve 2E engine along with

4914-518: The same factory AW11 floor pan. Little else is known about the project as it never competed. With Group B cancelled in 1986, the proposed Group S regulations suffered the same fate, and the remaining prototypes were reduced to museum pieces and private collections. Supposedly eleven prototypes were made, of which eight were destroyed during testing, leaving only three known examples: Two in black, one stored at Toyota Gazoo's facility in Cologne and one sold to

4992-683: The same time as the Honda CR-X and the Nissan EXA from Japan, the Pontiac Fiero and Ford EXP from North America, and about a decade after the VW Scirocco and Fiat X1/9 from Europe made their debut. Toyota debuted its SV-3 concept car in October 1983 at the Tokyo Motor Show , gathering press and audience publicity. The car was scheduled for a Japanese launch in the second quarter of 1984 under

5070-415: The styling, power, and responsive handling. Car and Driver noted the revised SW20's braking capabilities to be superb, stating that 70 mph to standstill could be done in 157 feet, rivaling that of the Honda NSX. Former Top Gear host and racing driver Tiff Needell commends the SW20's handling having said that it "encourages you to drive with enthusiasm" in a review back in 1990. He does note however, that

5148-449: The sudden transition from understeer to oversteer may be startling for some people. The car is infamously known for its "snap-oversteer" phenomenon. This notoriety comes from numerous instances where individuals crash their SW20s either on or off the race track due to inexperience with a mid-ship platform, as MR layouts handle very differently in comparison to the more common FF or even FR layouts. Even in its revised state from January 1992,

5226-412: The weight of the engine at the rear has an adverse effect on a larger car's handling, making it 'tail-heavy', although this effect is more pronounced with engines mounted behind the rear axle. It is felt that the low polar inertia is crucial in selection of this layout. The mid-engined layout also uses up central space, making it generally only practical for single seating-row sports-cars, with exception to

5304-637: The world. Several teams fielded the MR2 in the Swiss Touring Car Championship, as well as in the South-East Asian Supercar Championship, with much success. The chassis was also used for a time during the mid 90s in the Fuji Freshman Series in Japan in which the SW20 succeeded the earlier AE86 chassis. As of 2022, both the SW20 and ZZW30 chassis are used in 750 Motor Club's MR2 Championship in the UK which started in

5382-415: Was a normally aspirated vehicle, TOM'S also produced equipment for turbocharged models — e.g. wastegates, boost controllers, air filters, a 3S-GTE version of their "TOM'S Barrel" exhaust system, and "T.E.C. II" Engine Control Units. Despite the fact that these products are no longer purchasable brand new, some of these modification parts may still be procured as second-hand items, and are highly sought after by

5460-591: Was able to accelerate from 0–60 mph (0–97 km/h) in 6.1 seconds and finish the 1/4 mile in 14.7 seconds. The Revision 1 Turbo SW20 can pull 0.89g at the skidpad, with later revisions averaging 0.90g – 0.94. Revision 2 cars were fitted with Yokohama A022s; coincidentally, the Honda NSX also uses a special variant of the A022. A Japanese market Rev 3 GT-S Turbo was able to run the 1/4 mile in 13.1 seconds, beating out more expensive and higher powered automobiles such as

5538-536: Was added in 1983 on the rear-drive cars. It was a 1.6 L (1,587 cc) inline-four and produced 124 PS (91 kW), turning the Levin/Trueno (Japan), Corolla GT coupé (Europe) and Corolla GT-S (North America) into a what was arguably a sports car . The three-door FWD hatchback was also available with this engine; it was known as the Corolla FX-GT in Japan and Corolla FX-16 in North America. This engine

5616-454: Was also added in some markets, to allow the car to run on regular unleaded fuel if required. In addition to the new engine, the MR2 SC was also equipped with stiffer springs, and received special "tear-drop" aluminum wheels. The engine cover had two raised vents (only one of which was functional) that visually distinguished it from the naturally aspirated models. It was also labeled "SUPER CHARGER" on

5694-419: Was also combined with the front-drive transaxle to power the mid-engined Toyota MR2 . The Sprinter sports cars, in two-door coupé and three-door liftback forms, were notable for being the line's first use of pop-up headlamps, which the equivalent Corolla Levin sports models did not have. The liftback has a drag coefficient of  C d =0.34. Launched in Japan in May 1983, it reached Europe (including

5772-668: Was available with either SOHC or DOHC engines. From 1985 to 1988, NUMMI in Fremont, California built a rebadged version of the Sprinter sedan sold by Chevrolet as the Chevrolet Nova . During the 1985 calendar year, Corolla sedans and Sprinter-type 5-door hatchbacks (sold under both Nova and Corolla nameplates) were added, with the Toyota-branded US built cars gradually superseding imports from Japan and Nova hatchbacks being offered from

5850-473: Was effectively a purpose-built semi- sports-prototype that successfully got GT1 homologation. The overall construction method of this car (a heavily modified production car frontal chassis with race-built rear chassis combined into a style of semi-prototype) inspired Porsche to make 911 GT1 homologation specials which dominates the GT1, and foreshadowed the cancellation of GT1. MR layout In contrast to

5928-569: Was standard, with a four-speed automatic available as an option. Road tests delivered 0–60 mph (97 km/h) times in the mid- to high-8 second range and 1 ⁄ 4 mile (402 m) times in the mid- to high-16 second range, significantly faster than the four-cylinder Pontiac Fiero or Fiat X1/9 . In the home market, the AW10 base model was offered, which used the more economical 1,452 cc (1.5 L; 88.6 cu in) 3A-U engine rated at 61 kW (82 hp). In 1986 (1988 for

6006-518: Was the 1962 (Rene) Bonnet / Matra Djet , which used the 1108cc Renault Sierra engine, mated to the transaxle from the FWD Renault Estafette van. Nearly 1700 were built until 1967. This was followed by the first De Tomaso, the Vallelunga , which mated a tuned Ford Cortina 1500 Kent engine to a VW transaxle with Hewland gearsets. Introduced at Turin in 1963, 58 were built 1964–68. A similar car was

6084-498: Was the first two-seater Pontiac since the 1926 to 1938 coupes, and also the first mass-produced mid-engine sports car by a U.S. manufacturer. Toyota Corolla (E80) The Toyota Corolla E80 is a range of small automobiles manufactured and marketed by Toyota from 1983 to 1987 as the fifth generation of cars under the Corolla and Toyota Sprinter nameplates. Production totalled approximately 3.3 million, and most models adopted

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