Zero-to-60-mph times for the conventional manual were roughly 6.8 seconds, while it took SMT cars nearly 9.0 seconds. A five-speed manual transmission was the only gearbox available until 2001, when a five-sped "Sequential Manual Transmission" (SMT) offered automated shifting, but lower performance. For the first time, no forced-induction variant was offered, with a 138-hp, 126-lb-ft 1ZZ-FED 1.8-liter all-aluminum inline-four engine being the only one offered. Unfortunately, that small size meant less storage space than either MR2 that had come before it: just under 2.0 cubic feet in total, mostly in two storage boxes behind the seats. Offered only as a full convertible, the MR2 Spyder's overall size wasn't significantly larger than the first MR2s, resulting in lighter weight (2,200 lb) and a return to more modest power levels. Zero-to-60 mph times for Mk2 MR2s were roughly 8.0 seconds for the naturally-aspirated version and 5.8 seconds for the MR2 Turbo.įor the third iteration of the MR2, launched for the 2000 model year, Toyota went back to basics with the MR2 Spyder. Similar to the Mk1 MR2, Turbo models had raised engine lid vents and "Turbo" badging on the rear of the car to distinguish them from the standard model. Naturally-aspirated Mk2 MR2s stuck with a five-speed manual or four-speed automatic, while all Turbo models came with the five-speed manual. Its powertrains increased in power to cope, with the standard car making 130 hp from a 2.2-liter, 16-valve inline-four borrowed from the Camry, while the MR2 Turbo made 200 hp with its 2.0-liter turbocharged 3S-GTE engine, as used in the rally-homologated Celica All-Trac Turbo. The Mk2 MR2 was larger, heavier (ranging from roughly 2,600 to 3,000 lb) and more curvaceous than its predecessor, looking nearly as exotic as Ferrari's then-new 348. in 1990 for the '91 model year, and like many Japanese sports cars of the decade, such as the Toyota Supra and Mazda RX-7, the MR2 moved significantly upscale, becoming more expensive in the process.
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