The Staff of Motorsport Marketing
The Staff of Motorsport Marketing Writer
10/17/18 3:43 p.m.


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Photo Courtesy Toyota

Conventional wisdom insists that Japan’s first mid-engined sports car was heavily designed by Lotus. However, conventional wisdom really isn’t always right.

Sure, it’s easy to see how the Toyota MR2 could be a clandestine Lotus project. Its mid-engined layout, relatively light weight, and capable MacPherson strut suspension made for an exceptionally good-handling car with more character than we had come to expect from Japanese cars of the era.

The truth is that the MR2’s development was controlled entirely by Toyota, although they did seek some outside consultation from Lotus engineer Roger Becker. Some of the development work (also known as track thrashing) was farmed out to Dan Gurney’s All American Racers team, giving the MR2 a worldwide pedigree most any car would be proud to bear.

The MR2 was revealed to the public at the 1983 Tokyo Motor Show as the SV-3 concept car. The production model that was released in Japan in late 1984 as a 1985 model was nearly identical to the displayed prototype.

The U.S. got the MR2 a few months later, also as a 1985 model. The only engine choice was the now-legendary 4A-GE 1597cc, twin-cam, 16-valve powerplant that we had previously seen in the Corolla GT-S. With a redline of 7500 rpm and output of 112 horsepower, the 4A-GE seems pedestrian by modern standards, but in the low-revving world of 1985, it was a revelation as sweet as the surprisingly edgy chassis of the mid-engined MR2.

Prodigious grip and sporty handling landed the 1985 MR2 on numerous “best car” lists across the auto-journo-sphere, but that sharp-edged handling also earned it a neutering from Toyota: They removed the rear anti-roll bar from the 1986-and-subsequent models to tame the tail-happy handling.

The first-generation MR2-frequently referred to by its chassis code, AW11-remained largely unchanged mechanically until it checked out after the 1989 model year. In 1988 a 145-horsepower supercharged model was added, and in 1989 the rear anti-roll bar reappeared on the supercharged MR2.

Today MR2s enjoy good enthusiast community support and better-than-average parts availability, although some bits and pieces are beginning to become precious as age takes a toll. Good used examples are beginning to increase in value, though more from scarcity than collectability-although the former usually begets the latter at some point. Still, $2500 will buy you a driver and $3500 will buy you something that you could actually be a little proud of.

And when that 4A-GE ceases to impress with its 112 horsepower, there’s plenty of JDM and USDM Toyota-sourced swaps available-and a good knowledge base out there supporting them.

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pushrod36
pushrod36 Reader
11/27/18 7:26 a.m.

These cars are a lot of fun.  I recently got an '85 model back on the road for a friend. 

There are a lot of NLA parts anymore.  Some parts that challenged us were the wiring harness clips crumbling apart, and an ignition module that we had to adapt from a celica application.

Either of us were of the opinion that if you like a miata, but don't like convertibles, this is likely the car for you!

RacerJ
RacerJ New Reader
3/2/21 2:08 p.m.

Funny the comparison of the Miata to the MR2.  I actually have not driven this generation MR2.  But I have driven a number of the MR2 Spyders and Miatas.  Hands down I find the MR2 Spyder to be the better feeling sports car over the Miata.  I know the "masses" love the Miata.  But then they also loved the MGB - and I've always liked Alpines and Tigers better.  So what do I know?

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