![]() However, while the handling was regarded as world class, its lack of power was a disappointment to many. Many regarded the new MR-S/MR2 as the best handling MR2 ever created and Tiff Needell heaped praise on the little Toyota. Two years after it made its first appearance as a concept car, the MR-S made its debut as a fully-fledged production car just a couple of days before the 1999 Tokyo Motor Show, the same month that Toyota’s cumulative car production reached 100 million units.Īt launch, the car was praised by motoring journalists and enthusiast alike for its dart-like responsiveness and its incredible handling dynamics. Toyota reduced the car’s overall proportions and even reduced the price as the MR-S was much simpler and cheaper to produce than the second-generation MR2. The power output and weight were not the only things to get smaller. This meant that the car could hit 100 km/h (62 mph) in a fairly respectable time of 6.8 seconds when equipped with the standard five-speed manual transmission. While this was significantly less than the top spec models from the previous generation, the new MR-S was quite a bit lighter at around 1,000 kg in weight. ![]() The 1ZZ-FED engine produced around 138hp and 171Nm of torque, a significant reduction when compared to the previous generation. Unfortunately, those who wanted a car with equal or even more power than the Mk2 MR2 were in for a disappointment. The VVT-i system was first introduced in 1996 on the 1JZ/2JZ engines and could vary the timing of the intake valves by adjusting the relationship between the camshaft drive and intake camshaft. This engine was given Toyota’s VVT-i (Variable Valve Timing with intelligence) system that was also fitted to some W20 MR2s from 1998. Under the bonnet the MR-S featured a new 1.8-litre inline-four all-aluminium alloy 1ZZ-FED engine. The wheels were also changed and the slit along the doors was much more angular. The two-part front lights were replaced with single units and the front grill was expanded. While the styling of the new MR-S concept borrowed some features from the MRJ, Toyota gave the car a much more squared-off, aggressive appearance. Then, a long wheelbase to achieve high stability and fresh new styling a mid-engine design to create excellent handling and steering without the weight of the engine up front a body structure as simple as possible to allow for easy customizing, and low cost to the consumer.” Credit: Toyota Chief engineer of the project, Harunori Shiratori, said, “First, we wanted true driver enjoyment, blending good movement, low inertia and light weight. Toyota returned to the Tokyo Motor Show with a new concept, the MR-S (Midship Runabout-Sports), in 1997. They ditched the 2+2 layout and focused on creating a car that would provide as much driver enjoyment as possible. With the motoring press and enthusiasts making their thoughts known on the MRJ, Toyota decided to go back to the drawing board. Many didn’t like the 2+2 layout and the styling was an acquired taste to say the least. However, despite retaining the same drive layout, feedback was overwhelmingly negative. The concept was designed at Toyota’s Brussels design studio and featured a mid-engine, rear-wheel drive layout just like the Mk2 MR2. At the event, Toyota unveiled a 2+2 convertible sports car concept labelled the MRJ that featured a fully retractable roof system that opened and closed at the touch of a button. The first glimpse of a third-generation MR2 came at the Tokyo Motor Show in 1995. The History of the Third-Generation MR2 Credit: Toyota ![]()
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