Honda Integra

The Integra, a car sold as an Acura in North America, and as a Honda elsewhere was a sporty front-wheel drive vehicle sold both as a sedan and hatchback. In the Acura lineup it was the smallest, least expensive model, designed to offer a competitor to vehicles like the Volkswagen Golf GTI, which was the most well known and popular "hot hatch" of the 1980s when the Integra was introduced. Although a sedan was available for the first three generations of the Integra, it was dropped when the vehicle transitioned to its fourth generation "DC5" platform, sold as the RSX in North America. Enthusiasts refer to the Acura TSX as the second coming of the Integra GS-R sedan.

Under the Honda line up, the Integra was near the middle, slotting above smaller cars such as the Honda City, the Honda Civic, and the Honda Logo. The Honda Integra was considered to be mid-sized car by Japanese standards.

As of 2007, the fourth-generation Integra has been discontinued in North America and Australia, but is still sold in its home market of Japan.

Contents 1 First generation (1986–1989) 2 Second generation (1990–1993) 3 Third generation (1994–2001) 3.1 DC2/DC4/DB7/DB8 Integra (1994–1997) 3.2 Third-generation Mid-Model Change (1998–2001) 3.3 Type R Trim Level (1996–2001 Excluding 1999) 3.4 Integra SJ 4 Fourth generation (2001-present) 5 Awards

First generation (1986–1989)

First generation
Production	1986-1989
Body style(s)	3-door hatchback 4-door sedan 5-door hatchback
Engine(s)	1.6 L I4
Transmission(s)	5-speed manual 4-speed automatic
Wheelbase	3-Door: 2450 mm (96.5 in) Sedan: 2520 mm (99.2 in)
Length	3-Door: 4285 mm (168.7 in) 4355 mm (171.5 in)
Width	1665 mm (65.6 in)
Height	1290 mm (50.8 in)
Fuel capacity	13.2 US gal
Related	Honda Civic Honda CR-X

The vehicle debuted in Japan in 1985 as the Honda Quint Integra before going on sale a year later in North America as part of the then-new Acura lineup. Three and five-door hatchback bodies were available, with a 1.6 L DOHC 16-valve engine powering all three. The engine was the vehicle's most publicized feature, as DOHC, multi-valve engines were anything but commonplace in entry-level models at the time.

The Integra was based on the less-sporty Civic, although it featured a small list of key upgrades over its lesser stablemate to help merit a price increase over the CRX Si, which was otherwise the sportiest compact vehicle being offered by Honda/Acura; enlarged 4-wheel disc brakes replaced the small front-disc/rear-drum setup used by the Civic and CRX, suspension calibration was re-worked, better tires were used and a 113 hp DOHC fuel injected 16-valve engine was used in place of the SOHC, 108 hp (80.5 kW) unit from the CRX Si. Combined with sleeker styling and a nicer interior, buyers were effectively convinced that the Integra was worth the extra money, and nearly 228,000 units were sold during the four year run of the first generation model.

The first generation Integras actually came with two different engines. Although they shared the same engine code (D16A1), there were a few differences. The engine differed in the years 1986 to 1987 and 1988 to 1989. The two engines are commonly called the "Browntop" and "Blacktop" due to the color of their valve covers. The "browntop" came in 1986 and 1987 Integras while the "blacktop" came in 1988 and 1989 models. The improvements in the "blacktop" engine included lighter rods, domed pistons for slightly higher compression, and an electric advance distributor (the "browntop" came with a vacuum advance distributor). The overall gain in performance was about 5 hp (3.7 kW) to 118 horsepower (88 kW).

The original Integra was not without its shortcomings though; despite having 113 hp (84.3 kW) and a reachable 7000 rpm redline, the new DOHC engine had little torque and needed to be wound up quite a bit to make full power, leading to criticism that the model wasn't well-suited for day to day driving on surface streets, but was better tuned for spirited driving down tight, windy roads.

Main compeditors in the US included the Ford Probe, the aformentioned VW GTI, along with Honda's own Civic and CRX.

Second generation (1990–1993)

Second generation
Production	1990–1993
Body style(s)	3-door hatchback 4-door sedan
Engine(s)	1.7 L I4 1.8 L I4
Transmission(s)	5-speed manual 4-speed automatic
Wheelbase	Hatchback: 2550 mm (100.4 in) Sedan: 2600 mm (102.4 in)
Length	Hatchback: 4390 mm (172.8 in) Sedan: 4485 mm (176.6 in)
Width	1990: 1712 mm (67.4 in) 1991-93: 1715 mm (67.5 in)
Height	1990 Hatchback: 1325 mm (52.2 in) 1990 Sedan: 1340 mm (52.8 in) 1991-93 Hatchback: 1270 mm (50 in) 1991-93 Sedan: 1285 mm (50.6 in)
Fuel capacity	13.2 US gal
Related	Honda Civic Honda CR-X Honda CRX Del Sol Rover 400

1992-1993 Acura Integra GS-R

DA/DB2 (GSR Trim Level Only)

Acura debuted the second generation Integra in 1990, now powered by a new 1.8 L engine making 130 hp (140 hp 1992-1993), giving the model a necessary boost in performance. The three-door hatchback and 4-door sedan body styles continued to be available, but the 5-door hatchback was discontinued due to poor market reception.

Trim levels for 1990 and 1991 included the RS (base model), LS, and GS. The 1991 GS could also be had with a leather interior, which made it a sort of "deluxe" model, and featured its own model number.

For 1992, Acura added the GS-R trim level (DB2 chassis code), powered by a stroked 1.7 L version of the very successful B16A engine, called the B17A1, which was only available in USDM (United States Domestic Market) models. It featured a VTEC system, as found in the then-new NSX, bumping output to 160 hp (119.3 kW). Other features exclusive to the GS-R include the charcoal grey cloth interior (leather as a rare option), body-colored trim and front lip, and the third brake light mounted in the spoiler. Sunroof, power everything, and 14 inch 6-spoke aluminum wheels came standard as well.

The 92-93 Acura Integra GSR is the rarest Integra to date (if not one of the rarest Acura/Hondas in general) because of its B17A engine, low production numbers, and unavailability in the used car market. This model Integra holds its retail value extremely well because of its rarity. The 92-93 USDM GSR was available in only three colors: red, white and teal. The Canadian GSR's came in black, red and teal.

Other small updates came on to all trim levels in 1992, namely new front and rear bumpers, a new steering wheel, new taillights, new ECU, chromed interior door handles and a change to OBD1 which increased the power to 140 hp (104.4 kW) for the non-VTEC engine.

The second generation was the last Integra to be sold without airbags in the United States. Motorized passive seat belts were used instead. Canada and the rest of the world got regular active seat belts.

This generation also saw Acura make a bit of a marketing shift. Prior to the 1991 model year, Acura had made a minor point of the supposed understated elegance of minimal exterior badging. Therefore, from 1986 to 1990, the only external clues to any Integra's identity came at the rear, where badges for "Acura" "Integra", and the trim level appeared. For the 1991 model year however, Acura's "A" logo appeared for the very first time on the front of the hood, as well as between the taillights. Every Integra made since then has had the "A" badges. 262,285 units were sold from 1990 to 1993.

Third generation (1994–2001)

Third generation
Production	1994–2001
Body style(s)	3-door hatchback 4-door sedan
Engine(s)	1.8 L I4
Transmission(s)	5-speed manual 4-speed automatic
Wheelbase	Hatchback: 2570 mm (101.2 in) Sedan: 2620 mm (103.1 in)
Length	Hatchback: 4380 mm (172.4 in) 1994-2001 Sedan: 4525 mm (178.1 in) 2000-01 GS-R Hatchback: 4425 mm (174.2 in)
Width	1710 mm (67.3 in) 1998-99 Type-R Hatchback: 1695 mm (66.7 in)
Height	1994-95 Hatchback: 1290 mm (50.8 in) 1994-96 Sedan: 1325 mm (52.2 in) 1996-99 Hatchback: 1335 mm (52.6 in) 1996-2001 Sedan: 1370 mm (53.9 in) 1998-99 Type-R: 1320 mm (52 in)
Fuel capacity	13.2 US gal
Related	Honda Civic Honda CR-V Honda CRX Del Sol

DC2/DC4/DB7/DB8 Integra (1994–1997)

Honda debuted the third generation model in 1993 in Japan. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed "bug eyes" by some enthusiasts. Standard power from the B18B1 engine increased to 142 hp (105.9 kW), and the GS-R received the B18C1 engine, equipped with a dual-stage intake manifold and a displacement increase from 1.7 liters to 1.8 liters, bringing power up to a 170 hp (126.8 kW).

In 1995, Honda redesigned the Integra when the new Integra Type-R was released. In Japan the redesign had two more conventional looking headlights as the bug eye look had proven unpopular, outside Japan it had a slightly revised version of the four headlight front. A Type R model was added for the 1995 model year in Japan and in 1997 in other markets, powered by a highly tuned, hand-finished variant of the GS-R's engine. The B18CR equipped Type-R produced 195 hp (145.4 kW). Although impressive RPM, the Type R was still hampered by some criticism; its maximum torque output of only 130 ft·lbf at 7000 rpm meant that the engine would perform best from 5700 rpm up to the 8400 rpm redline. Although the engine's "split personality" and unusually high capability to rev made it popular among hardcore enthusiasts, it cost the vehicle points in comparison tests where drivers noted that the vehicle was too hard-edged, loud and rev-hungry to be an easy daily driver.

Third-generation Mid-Model Change (1998–2001)

Despite some popular demand for an Integra re-design for 1998, Honda chose to give the third generation model a slight facelift and re-release it. The 1998 Integra had slightly larger headlights, a more aggressive front bumper, all-red taillights, and a revised rear bumper. There were also some minor cosmetic changes to the interior, and small revisions to the electrical and mechanical components. The GS-R edition received 6-spoke "blade" style wheels as a stylistic change. Once again, the Type-R saw a limited release in the US. During this facelift, the sedan was not sold in Canada after 1997, replaced by the Acura EL, a rebadged JDM Honda Domani.

It is easy to quickly differentiate a 1998-2001 Integra from an older model in which the headlights are set slightly deeper within their respective cavities. With the 1998 model, the headlights became flush with the shape of the bumper, completely filling the cavities. These models are still popular among racing enthusiasts all around the continental US and Puerto Rico. For 1999, Acura also manufactured the more affordable GS,LS and SE trim levels. The RS was no longer available. All models, (Excluding the GSR and Type R) came out sporting a B18B1 Honda engine with a five speed manual transmission or its automatic version. SE was made as a Special Edition Integra, equipped with a rectangular emblem on the exterior right side of the car's rear that read: "Special Edition". The special edition is also the same as the gs-r model with the b18b1 engine instead of the b18c1

As far as the Integra engine goes, the high revving VTEC powered engines like the B16, B18C1 and the B18C5 (USDM Type-R), are respected in the street car enthusiasts circle. Most Honda enthusiasts prefer the VTEC engines but in an increasing race sub-culture, the Non-VTEC engines are getting noted. The Non-VTEC engines like B18B1 or the B18A1 are 1.8L, 1834cc's. They are a popular choice for forced induction not only because they are reliable, but also because they are not as popular with mainstream enthusiasts and have lower compression making them cheaper than their VTEC counterparts.^{[citation needed]}

The Acura Integra was recently cataloged as one of the most thief-friendly cars in America. The Acura Integra featured six times in the top ten list, the 1998 model being the thieves favourite.[1]

Type R Trim Level (1996–2001 Excluding 1999)

A 1998 JDM Honda Integra Type R

The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only had a 5 speed manual transmission as standard.

The Type R's B18C5 engine contained more key differences than just some manual assembly steps and an increased redline. The B16A's cylinder head returned, with differently shaped combustion chambers and intake ports compared to the regular B18C in the GS-R. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counterweighting on the crankshaft altered its vibration modes to enhance durability at high RPM. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. The intake ports were given a minor port and polish. Stiffer valve springs resisted float on more aggressive camshafts. Intake air was now drawn from inside the fender well, for a colder, denser charge. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. An improved stainless steel exhaust collector with more gentle merge angles, a change to a larger, consistent piping diameter, flared internal piping in the muffler allowed easier exit of gases. A retuned engine computer also contributed to improve power output, which allowed the Type R to accelerate from 0 to 60 mph (100 km/h) in 6.2 seconds.

The transmission was upgraded with lower and closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. The North American version retained the same 4.4 final drive throughout the Type R's production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing. The GS-R's open differential was replaced with a torque-sensing limited slip type.

The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. "Performance rods", chassis braces that were bolted in place, were added to the rear trunk wall and rear subframe. The front strut tower bar was replaced with a stronger aluminum piece. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. The Type R's body also received a new functional rear spoiler, body-colored rocker panels, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc brakes, front and back. The tires were upgraded to Bridgestone RE010 "summer" tires.

The Type R received very aggressive tuning in its suspension settings. All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The springs and dampers were much stiffer, with a 10 mm reduction in ride height. The rear anti-roll bar diameter was increased to 22 mm in diameter. The front anti-roll bar retained the same size, although the end links were changed to a more responsive sealed ball joint as opposed to a rubber bushing on the lesser models. The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps. Mild oversteer was easy to induce with a lift of the throttle, and during steady-state cornering the car maintained a slight tail-out stance.

The interior was stripped down to reduce weight. The air conditioning system was removed in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn't mind.

Integra SJ

The Integra SJ (standing for "Sedan Joyful") was a rebadged Civic Ferio, with modified headlamps and grille similar to the Orthia's and slightly larger rear lights. It was made from 1996 to 2001, and used the 1493 cc D15B engine. Honda's press material of the time indicated that the SJ was intended to provide a "formal sedan" for the Integra range; another reason may have been to sell Ferios using a more upmarket model name, as was the case with the Nissan Laurel Spirit.

301,103 Integras were sold from 1994 to 2001.^{[citation needed]}

Fourth generation (2001-present)

DC5 Integra

Main article: Acura RSX

The fourth generation Integra, produced from 2002 to 2006, was renamed the Acura RSX for the United States, Canada and Hong Kong in accordance with Acura's new alphabetical naming scheme. It also had an entirely new engine, the K-series. The RSX was still sold as a Honda Integra in Japan and Australia, markets where Acura did not exist.

2006 marked the final model year for the RSX, and in May 2006, Honda discontinued the RSX. As of May 2007, the Honda Integra is still offered for sale in Japan, but was discontinued for sale in Australia, its other market.

Nissan Silvia

The Nissan Silvia is the name given to the company's long-running line of sport coupes based on the Nissan S platform. Although recent models have shared this chassis with other vehicles produced by Nissan (most notably the European 200SX and North American 240SX in the S13 and S14 generations, and 180SX in the Japanese market), the name Silvia is not interchangeable with the chassis codes.

The Original Silvia

Nissan Silvia (CSP311)
CSP311 Silvia ‎

The Nissan Silvia CSP311 made its public debut at the Tokyo Motor Show in September of 1964. The introductory model was a hand-built coupe based on the Fairlady convertible, styled with input from Count Albrecht Goertz. Production ceased in 1968 after a mere 554 were made, every one unique with hand-formed body panels. Most of the cars remained in Japan, however 49 examples were exported to Australia and another 10 went to other countries. The low production numbers and tedious method of construction assured each car was unique and valuable; this is reflected by the car's purchase price of almost twice as much as the next model in the manufacturer's lineup at the time. After production ceased in 1968, the name Silvia would not grace another Nissan until 1974.

[edit] S10

Nissan Silvia (S10)
S10 Silvia This image has an uncertain copyright status and is pending deletion. You can comment on the removal. ‎

The S10 was the first Silvia built on the S platform. It featured more "traditional" lines than similar offerings from rivals Toyota and Mazda and was summarily less popular with consumers in most markets. In Japan it was fitted with an L18B engine, which it shared with the Datsun 610/Bluebird 180B. In the North American market a version incorporating the larger-displacement L20B was offered as the 200B of the same series Bluebird. This model was affixed with the mandated 5 mph bumpers and badged as the Datsun 200sx. Its success in both markets was limited, most buyers opting for the Celica over what was considered the more mundane S-Chassis.

[edit] S110

Nissan Silvia (S110)
S110 Silvia ‎
Production	1979–1983
Height	sa

This iteration of the Silvia, available as a 2-door hardtop coupe and a 3-door hatchback, was uniquely progressive in that it was originally intended to feature a rotary engine, designed and built by Nissan. The resulting unit was fairly unreliable, and forestalled production. Ironically, it shared a chassis code with the also ill-fated Mazda Cosmo, first Japanese production car to feature a rotary engine. The car was redesigned shortly after it was released and the Wankel power plant was replaced by a line of conventional piston engines based on the new Z-series engine. These included the Z20 and the turbocharged and fuel injected Z18ET.

This generation saw the introduction of the Silvia 240RS, a coupe fitted with the 2.4 liter DOHC FJ24 engine. The 240RS was built between 1983 and 1985, its production extending the end of the S110 itself. The resulting monster became Nissan's official rally car in the World Rally Championship from 1983 to 1985, and finished 2nd in the 1983 New Zealand Rally.

[edit] S12

Nissan Silvia (S12)
S12 200sx, SE model ‎
Production	1984-1988
Layout	FR layout
Engine(s)	CA18S CA18E CA20E CA18ET CA18DET VG30E FJ20E FJ20ET
Transmission(s)	5-Speed Manual or 4-Speed Automatic

The S12 was produced from 1984 through 1988, and went through a lot of changes along the way. The chassis became a test bench for all sorts of Nissan technology, ranging from digital voice commands, rain sensing wipers, Heads Up Display on the windshield, exterior mounted intercoolers and accomplishing all this with eight different engine configurations and three separate drivetrain setups. Not only that, but they were all called different names depending on which country they were being exported to.

In North America:

The S12 chassis in North America was badged 200SX. The Coupe was available with the CA20E while the Hatchback received the CA20E or CA18ET. In 1987 in the United States, Nissan discontinued putting the CA18ET into the Hatchback and created the SE model which had the potent VG30E generating 160hp and 165hp in 1988 with the introduction of the "W" series engine which had floating piston wrist pins.

In Europe:

The S12 chassis in Europe was badged Silvia. The only body option for the Silvia in Europe was the Hatchback they did not receive the Coupe. The engine available was the CA18ET and in some areas the FJ20E.

Japan:

The S12 chassis in Japan was also badged as a Silvia. The Silvia was available in both the coupe and hatchback. They were badged as the RS and RS-X. The RS was equipped with the FJ20E while the RS-X was equipped with the FJ20ET which is the Grandfather of the SR Series engine. In 1987 Nissan discontinued to put in the FJ Series engine and installed the CA18DET. Both Engines being DOHC.

Australia:

The S12 chassis in Australia was badged as a Gazelle. The Gazelle was available in both the coupe and hatchback. And was equipped with the CA20E

[edit] Engine

	CA18S	CA18E	CA18ET	CA18DE	CA18DET	CA20E	FJ20E	FJ20ET	VG30E
Aspiration	Carburetion	Natural	Single turbo	Natural	Single turbo	Natural	Natural	Single turbo	Natural
Valvetrain	SOHC 8 valve	SOHC 8 valve	SOHC 8 valve	DOHC 16 valve	DOHC 16 valve	SOHC 8 valve	DOHC 16 valve	DOHC 16 valve	SOHC 12 valve
Cylinders	4	4	4	4	4	4	4	4	6
Displacement	1809cc	1809cc	1809cc	1809cc	1809cc	1974cc	1990cc	1990cc	2960cc
Max Power	98hp @ 5600rpm	90hp @ 6000rpm	120hp @ 5200rpm	135hp @ 6400rpm	145hp @ 6400rpm	102hp @ 5200rpm	148hp @ 6400rpm	188hp @ 6500rpm	160hp @ 5200rpm ('87) 165hp @ 5200rpm ('88)
Max Torque	110ftlb @ 2800rpm	98ftlb @ 4000rpm	134ftlb @ 3200rpm	141ftlb @ 5200rpm	156ftlb @ 4000rpm	116ftlb @ 3200rpm	136ftlb @ 4800rpm	173ftlb @ 4800rpm	174ftlb @ 4000rpm
Drivetrain	Rear wheel drive
Transmission	4-speed automatic / 5-speed manual

[edit] Drivetrain Variations

Code Name	H190	R180	R200
Style	Solid Axle	Independent	Independent
Years	1984	1985 - 1988	1984 - 1988
Engines	CA20E	CA20E	CA18ET CA18DET VG30E FJ20E FJ20ET
Ring Gear Size	7.5"	7.0"	8.0"
Limited Slip	No	No	No (Most) Yes (Some FJ20ET models)
Ratio	4.11:1	4.11:1	4.11:1 & 3.90:1 (VG30E models)

[edit] S13

Nissan Silvia (S13)
S13 Silvia, K's model ‎
Production	1988–1993
Body style(s)	2-door coupe
Layout	FR layout
Engine(s)	1.8 L DOHC-I4 (CA18DE) 1.8 L DOHC Turbo-I4 (CA18DET) 2.0 L DOHC-I4 (SR20DE), 140 PS 2.0 L DOHC Turbo-I4 (SR20DET), 205 PS
Transmission(s)	5 speed manual transmission 4 speed automatic
Wheelbase	97.4 in (2475 mm)
Length	176.0 in (4470 mm)
Width	66.5 in (1690 mm)
Height	50.8 in (1290 mm)
Curb weight	2450-2675 lb (1110-1210 kg)

The S13 Silvia, introduced in mid-1988 for the 1989 model year, was immensely popular in Japan. The Silvia name was no longer used on export models, however; European models were now known as 200SX. Following industry trends, the S13 Silvia switched to relampable fixed headlights. Projector optics were offered as an option.

The Silvia fastback was discontinued and replaced by a new model sharing the S platform, the Nissan 180SX. The 180SX continued using pop-up headlights. A convertible was briefly offered soon after the start of production, but it was never popular, perhaps due to high cost (3.25 million Yen in 1988), heavier curb weight, and chassis flex.

The S13 was one of the first uses of Nissan's multi-link rear suspension, the technology of which was previewed in concept cars in previous years, such as the Nissan MID-4. It also offered a four-wheel steering system for the first time, known as HICAS-II. In 1990, HICAS-II would be updated and renamed SuperHICAS. The S13 also saw the introduction of a viscous-type limited slip differential for some models.

S13 Silvias were initially powered by the CA18DE and CA18DET engines carried over from the end of S12 production, with an intercooler added to the CA18DET for a slight increase in stability and power. In 1990, (for the 1991 model year) the SR20DE and SR20DET engines debuted, offering improvements across the board in power and torque due to increased displacement and a more efficient turbocharger than was offered on the previous cars.

The S13 Silvia was replaced after the 1993 model year by the new S14 design. In 1998, the S13 Silvia was resurrected, in part. A variant was produced by Kid's Heart for Nissan called the Sileighty, which featured the 180SX body with the front end from the Silvia. The Sileighty style was originally created by Japanese enthusiasts for their own 180SX's, and is still a common modification for the 180SX and 240SX fastback.

[edit] Trim Level Designation

The S13 Silvia was the first S-series car to use the J's , Q's, and K's (references to the suits and face cards of English playing cards) designations for the different trim levels or "grades."

The J's was the base model with a very basic interior, few standard amenities, and 14" steel wheels. The Q's model offered a slightly more refined experience and received electric options and an available LSD. The K's grade received the turbocharged SR20DET in addition to the options offered on the Q's.

On top of the K's and Q's models, The Club and Dia(mond) Selection packages came with specific options bundled together. For example, all K's Club Selections came with projector headlamps, a rear spoiler, and 15" aluminum wheels.

The rare and often misunderstood Silvia A's "Almighty" (オールマイティ) was introduced in late 1992. Confusingly, the A's grade doesn't fit into the established name scheme; it is stripped of all options, purportedly offered as a "purer" form of the sports car. The only available engine was the naturally-aspirated SR20DE coupled with a 4-speed automatic transmission.

[edit] S14

1993-1996 S14

1996-1998 S14

The S14 Silvia debuted in Japan at the end of 1993. It was lower, wider, and slightly shorter than the S13. New rounded styling contributed to the illusion of a much greater increase in size than actually occurred. Wheelbase and track were both increased, leading to slightly improved handling. Unlike export markets, where sales of the S14 chassis variants faltered, the Silvia remained popular in Japan.

Trim level designations were similar to the S13, however the Club Selection package was dropped. "Aero" variants of the Q's and K's were offered that featured large rear wings and mild ground effects.

The S14 Silvia K's received a new version of the SR20DET, boasting a slight bump in power due to the implementation of Nissan's variable valve timing system, VTC, and a larger T28 turbocharger.

There was a mild styling update to the S14 during 1996, which added aggressive-looking projector headlamps and tinted taillights to all models. Fascias and other exterior trim pieces were also revised. The turbocharger now used a more efficient ball bearing center section. This updated version is popularly known as the kouki (後期, literally "latter period") S14, or it is sometimes called the S14a. The final model year of S14 production in all markets was 1998.

[edit] 270R

The Nismo 270R was a limited edition vehicle developed by Nissan Motorsports. The vehicle was built on the S14 chassis but had many enhancements over the 240sx. Only fifty 270Rs were ever built and they were only produced in 1994. The '270' is in reference to the horsepower of the unique car as opposed to the displacement of the engine (as other vehicles, including the 240sx, were previously named upon). The 270R featured a vented hood, Nismo 'Edge' Aero kit, heavy duty clutch, 2-way limited slip differential, and a front mount intercooler among many other upgrades. All the 270s were painted black with 'Nismo 270R' badging above the rear wheels and a product numbered plaque in the glove compartment.

[edit] S15

Nissan Silvia (S15)
S15 Silvia Spec-R Aero
Production	1999–2002
Body style(s)	2-door coupe, 2-door convertible
Layout	FR layout
Engine(s)	2.0 L DOHC-I4 (SR20DE), 160-165 PS 2.0 L DOHC Turbo-I4 (SR20DET), 225-250 PS
Transmission(s)	5 or 6 speed manual transmission 4 speed automatic
Wheelbase	99.4 in (2525 mm)
Length	175.0 in (4445 mm)
Width	66.7 in (1695 mm)
Height	50.6 in (1285 mm)
Curb weight	2650-2800 lb (1200-1270 kg)

Japan saw a new version of the Silvia (S15) in 1999, now boasting 250 hp (184 kW) from its SR20DET engine, thanks to a slight turbocharger upgrade, as well as improved engine management. The SR20DE (non-turbo motor) featured only 165 hp (121 kW).

The S15 Silvia included aggressive styling inside and out; upgrades to the chassis and suspension, including increased use of light alloy suspension components; and for the first time, a six-speed manual transmission (in addition to a 5-speed manual transmission and a four-speed automatic). Also for the first time, instead of a viscous limited slip differential, the S15 offered a more effective helical limited slip unit.

For the S15 Silvia, the model lineup was initially simplified to just the Spec-S (non-turbo) and Spec-R (turbo), both models offering an "Aero" variant with a large rear wing and mild ground effects. The Spec-R featured the available 6-speed manual transmission, increased body and suspension rigidity, 4-piston front brake calipers, a larger brake power booster, the upgraded helical limited slip differential, and HICAS (High Capacity Active Steering) four wheel steering as an option; the Spec-S featured only a 5-speed manual transmission (in addition to a 4-speed automatic available on both the Spec-S and the Spec-R), lacks the additional support structures of the Spec-R, 2-piston front brake calipers, a slightly smaller brake power booster, and the viscous limited slip differential.

The line was later expanded to include various luxury and upgrade option packages for both the Spec-S and Spec-R. Autech, Nissan's special-car division, also offered several tuned versions of the S15; one with body and interior trim modeled after the Ferrari 456, called the style-A, available in both Spec-S and Spec-R based trims; and a second tuned version was based of the Spec-S trim level with the engine output increased to 200 hp through the use of increased compression, more aggressive camshafts, and free-breathing intake and exhaust tracts, along with ECU tuning and upgrades to the chassis and suspension. This version also included the 6-speed transmission and other upgrades normally found only in the Spec-R.

There was also a convertible variant of the Silvia, called the Varietta, featuring a folding retractable hardtop. The Varietta was built by Autech and was based on the Spec-S model, featuring the same naturally aspirated engine, with a choice of the 4-speed automatic transmission or the 5-speed manual transmission.

Production of the Silvia ended in August of 2002 amidst Nissan's efforts to reduce its myriad of platforms. Nissan's sole sports car platform in the world is now the FM Platform, which underpins the current Fairlady Z and Skyline; marketed in the United States as the 350Z and Infiniti G35 respectively.

Toyota MR2

The Toyota MR2 is a two-seat, mid-engined, rear wheel drive sports car produced by Toyota from 1984 until July 2007 when production stopped in Japan, in three different design series. The latest version was called the Toyota MR-S in Japan, the Toyota MR2 Spyder in the United States, and the Toyota MR2 Roadster in Europe. When said in French, the name MR2 [ɛm ɛʀ ˈdø] sounds like est merdeux [ˈmɛʀd] (fr: is terrible, shit and hell). Thus, the car was sold there only as the MR. In English, the MR2 is frequently called the "Mister Two."

Toyota MR2
Manufacturer	Toyota Motor Corporation
Production	1984-2007 [1] (imports to the US ended 2004).
Assembly	Tokyo, Japan
Class	Sports car
Layout	MR layout

It is a common misconception that the MR2 was Lotus-designed but assembled and distributed by Toyota. In actuality the Lotus M90 (a.k.a. the X100) project was scrapped after a single prototype was built and Lotus was later bought out by General Motors, ending its relationship with Toyota (until Lotus' decision to source a Toyota 2ZZ-GE engine for its second-generation Elise). The MR2 was designed by Toyota with Lotus engineer Roger Becker involved on its suspension and handling. With its mid/rear engine and small size, the MR2 is often compared to more exotic.

Origins

The MR2's life began in 1976 when Toyota launched a design project with the goal of producing a car which would be enjoyable to drive, yet still provide decent fuel economy. Initially, the purpose of the project was not a sports car. The actual designwork began in 1979 when Akio Yoshida from Toyota's testing department started to evaluate different alternatives for engine placement and drive method. It was finally decided to place the engine transversely in the middle of the car. The result was the first prototype in 1981, dubbed the SA-X. From its base design, the car began evolving into an actual sports car, and further prototypes were tested intensely both in Japan and in California. A significant amount of testing was performed on actual race circuits such as Willow Springs, where former Formula One driver Dan Gurney tested the car.

Toyota made its SV-3 concept car public in the autumn of 1983 at the Tokyo Motor Show, gathering a huge amount of publicity both from the press and the audience. The car, scheduled to be launched in spring 1984 in the Japanese market under the name MR2, which stands for "Midship Runabout 2-seater" and also refers to the vehicle's mid-engine rear-drive configuration, was to become the first mass-produced mid-engined car to come from a Japanese manufacturer.

First generation / AW10/AW11 (1984-1989)

First generation (AW10/AW11)
Production	1984-1989
Body style(s)	2-door coupe
Engine(s)	1.6L 115 hp I4 1.6L 145 hp supercharged I4
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	91.3 in
Length	155.5 in
Width	65.6 in
Height	48.6 in
Related	Toyota Celica Toyota Supra Toyota Sprinter Toyota Corolla Daihatsu Charmant Toyota Sprinter Trueno Chevrolet Nova (1985-88)

1986 MR2 AW11 in Light Blue Metallic

The small and light MR2, code named AW11, was something no one had expected from any Japanese car manufacturer, known for their economical and practical cars. The two-seat MR2 was definitely not practical as a family car, but the design criteria were different from that of most previous cars. The most important feature of the AW11 was its light body (as low as 2,200 lb (998kg) in Japan and 2,350 lb (1066kg) in the US), superior handling and lightly powered, small-displacement engine. Toyota's cooperation with Lotus during the prototype phase can be seen in the AW11, and it owes much to Lotus's legendary sports cars of the 1960s and 1970s.

As a powerplant, Toyota chose to use the 4A-GE 1587 cc I4 engine with two overhead camshafts which allowed the use of 16 valves for a better gas flow through the combustion chamber. The engine was also equipped with a Bosch L-Jetronic type multi-point fuel injection and a variable intake geometry (T-VIS), giving the engine a maximum power output of 128 hp (95 kW). US engines were rated at 112 hp (84 kW), European engines at 124 hp (93 kW), Australian engines at 118 hp (88 kW) and Japanese engines at 130hp (97 kW). The engine had already been introduced earlier on the Toyota AE86, gathering a lot of positive publicity. This engine was the first mass-produced 4 valve/cylinder engine. There was also a JDM model AW10 which used the more economical 1452 cc 3A-U engine, but it didn't gain too much popularity.

For the 1986 model year, the AW11 went through several changes which affected both its looks and performance. The most important addition was probably having the option of a removable t-top, not available in the US until the next model year. The exterior was modified by color-coding the bumpers and side stripes, adding small side skirts and a translucent spoiler to the rear of the roof. Other new options included a leather interior and a four-speed automatic transmission. Some further changes were made to the exterior for 1987, such as new tail lights and wheels, but more notable were the addition of larger brakes and a heavier and stronger C52 transmission which replaced the older C50. The significance of the introduction of this newer transmission is readily apparent today, as the C50 is known to develop a fifth gear popout problem as it ages.

Also noteworthy is the lack of a rear anti-sway bar after 1985 (though some 1989 models were equipped with them again). Models with the rear bar are considered more valuable to those who enjoy racing. Retrofitting a car not sold with an OEM rear bar can be either simple or complex. Toyota reportedly continued manufacturing strut towers with the proper rear sway bar mounting tabs until well into the 1986 and possibly 1987 model years, but no actual numbers or cut-off dates are available.

In 1987,(1988 for the US market) Toyota brought a new choice for an engine for people longing for more power. Based on the same block and head, the 4A-GZE was equipped with a Toyota SC-12 roots-type supercharger and Denso top mount intercooler. The compression ratio, valve timing and ports were modified. The engine produced a maximum power of 145 hp (108 kW) and accelerated the small car from 0 to 100 km/h (0 to 62 mph) in 6.7 to 7.0s. In addition to the new engine, the MR2 SC was also equipped with stiffer stabilizer bars and reinforcements in the bodyshell to improve rigidity. Unfortunately, this model was never sold in European markets, although some cars were privately imported.

The press received the AW11 with open arms and praised its innovation, great feeling, and responsive engine. American car magazines Road & Track and Car and Driver both chose the AW11 on their lists of ten best cars which included some tough competition, such as the Ferrari Testarossa. The Australian Wheels magazine chose the 1988 AW11 as its favourite sports car. The MR2 was Motor Trend's Import Car of the Year for 1985. In 2004, Sports Car International named the MR2 number eight on the list of Top Sports Cars of the 1980s. The MR2 was on Car and Driver magazine's Ten Best list for 1986 and 1987. This vehicle was often referred to as a "Pocket Rocket". Silver models were often called "The Silver Bullet".

Second generation / SW20 (1990-1999)

Second generation (SW20)
Production	1990-1999 (1991-1995 for United States, 1991-1993 for Canada)
Body style(s)	2-door coupe
Engine(s)	2.2L 130 hp I4 2.0L 200 hp I4
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	94.5 in
Length	164.2 in
Width	66.9 in
Height	48.6 in
Related	Toyota Celica Toyota Supra Toyota Sprinter Toyota Corolla Geo/Chevrolet Prizm
Designer	Kazutoshi Arima Tadashi Nakagawa (roadster)

MR2 SW20 sporting a Ferrari F355 bodykit

The MR2 went through a complete redesign in 1989, when the new Mark II body was produced. No 1990 MR2s were produced for North America. The new MR2, designated SW20 (in America the chassis codes were SW22 for the turbocharged model and SW21 for the naturally-aspirated model), was longer, wider and heavier than its predecessor and had smoother bodylines. While the AW11 was a pure sports car, made in the spirit of Lotus, the SW20, being quite larger, could be classed as a GT-car. Since the resemblance between the Ferrari 348tb and the Ferrari F355 and the new MR2 was quite striking, the SW20 is sometimes referred to as a "poor man's Ferrari". Indeed, many bodykits became available to make the SW20 imitate the Ferrari F355 with, sometimes, indistinguishable results.

When the SW20 went on sale in spring 1990, it was offered with four different engine choices depending on the market area. All engines were 1998 cc I4 engines with DOHC and 16 valves, excluding the naturally-aspirated US model which used the 2164 cc 5S-FE engine. The most powerful engine was the turbocharged 3S-GTE, which was available in Japan at 220 hp (164 kW) (as the MR2 GT) and the USA at 200 hp (149 kW) (as the MR2 Turbo). Europeans had to settle for the naturally-aspirated 156 hp (116 kW) 3S-GE engine. The Japanese MR2 GT model was able to accelerate from 0-100 km/h in 5.6 s.

Keeping with the unique styling cues of the MK-I, the MK-II was offered with several choices of roof type for U.S. sale. Standard in the lineup was a hardtop coupe. Optionally the car could be ordered with either a T-top roof (commonly referred to as the T-bar option) or a moon roof option. The SW20's entry to the market was not quite as smooth as the AW11's. Toyota's goal was to make the car's suspension geometry work the same way that true supercars do. This made the SW20's cornering abilities quite excellent, but it was much too easy for an inexperienced driver to make a mistake, leading to sudden oversteer (also called "snap oversteer") which can result in a spin unless the driver reacts both quickly and correctly. This trait was not considered very desirable among the press, because the MR2, unlike expensive supercars, was priced so that even "average people" were able to buy one. Some magazines stated that the SW20 was downright dangerous to drive.

To respond to the feedback they had received, Toyota changed the 1993 model to include wider rear tires and changed the rear suspension, mainly the vehicle's height, shock absorbing properties and longer rear toe links, so that the car would be more consistent and less prone to "snap oversteer". Along with the suspension changes, the SW20 also got new 15" wheels to fit the larger brakes that were also introduced. Some shifting problems which affected the first revisions (1990-1991) were remedied with stronger dual synchronization rings.

The next big change occurred in 1992, when Japanese SW20s received some small new engine mods for each model and some considerable changes to its exterior. For Japanese market cars, the 3S-GTE switched to the use of a MAP-sensor (as opposed the Air Flow Meter (AFM)), in addition to the removal of T-VIS in favor of smaller intake ports, a lower compression ratio and a new Ceramic CT20b (1990-1993 had CT26 Ceramic Turbo Chargers) turbocharger running an increased turbo boost pressure increased the maximum power to 245 PS (180 kW). The normally aspirated 3S-GE received fewer changes but still improved its maximum power to 172 hp (128.3 kW). The US market still received the 200hp variant from 1991-1995. New round taillights and a color-coded center panel replaced the old square-shaped lights and the rear grille. The original three-piece rear spoiler was replaced with the lighter one-piece spoiler which attached only to the trunklid. The side stripes and skirts were also color coded, and the "dot matrix" pattern on the glass was replaced with a solid pattern. The steering wheel was also replaced with a slightly smaller model, now universally shared across many Toyota models (the "MR2" insignia was replaced with the Toyota symbol). 1995 was the last year Toyota sold the Mk II in North America. In 1996, the front and side signals were changed to use a clear lens but no other modifications were made. The 1998 model, known as the "Revision 5" model, came modern looking 5 spoke 16" alloy wheels, a more aggressive spoiler, and a leather shift knob with red style baseball stitching.

On the SW20's last production year in 1999, the car was updated with a few significant changes. While the turbocharged engine remained the same, in JDM models the normally aspirated 3S-GE engine was equipped with Toyota's VVT-i system which allowed the timing of the intake camshafts to be modified according to the engine's rotation speed and load. This, and some other changes improved the engine's power output to a respectable 198 PS (148 kW). All models also received new wheels, optional Recaro seats, and a three-way adjustable rear spoiler.

The SW20 has become a major collector's car since the 2003 Ultimate Street Car Challenge win of Brad Bedell and his yellow V6-powered MR2. The 1MZ-FE motor, that comes from the V6 powered Solara and Camry, has quickly become a popular modification as the expense of switching to the V6 motor is roughly in line with installing a turbocharged motor into a formerly naturally aspirated car.

SW20 TRD2000GT

In 1998, Toyota Racing Development [2] offered an official kit body conversion and tuning program for MR2 owners to transform their existing SW20 MR2 into a widebody TRD2000GT kit replica car. This was to pay homage to the wins by their TRD2000GTs in the GT-C Japanese racing series, the TRD2000GT racing series cars were based on the SW20 floorpan. Toyota also did the same with their Supra Twin Turbo model, offering a conversion service to transform these cars into a TRD3000GT[3].

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 car converted was made using lightweight fibreglass components (in place of heavy steel original parts: 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 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) which improved handling considerably over the original equipment. 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 the factory boasting up to 500 PS (493 hp/368 kW) 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.

Only 3 complete Toyota Technocraft Ltd. cars are known to have been shipped into Europe with only 10 complete cars allocated to TRD USA for the entire American market. This makes these officially built Toyota Technocraft Ltd. TRD2000GTs the rarest of all MR2s and ultimately the most sought after and difficult to find. It is unknown how many original Toyota Technocraft Ltd.(non factory replica) cars still exist today, but it is known that a small number of conversion kits were imported from TRD Japan into the US for USDM Conversions. In many respects the extended body can be compared to that of a Porsche Turbo widebody. The car track width is extended and body dimensions dramatically changing the cars overall visuals, giving the car a "supercar" look, and also better handling and weight reduction. Very little is known about these cars outside of Japan.[4]

SARD MC8-R

SARD MC8-R

Category	GT1
Constructor
Designer(s)
Technical Specifications
Chassis
Suspension (front)
Suspension (rear)
Engine	Toyota 1UZ-FE 3968 cc twin turbo
Transmission	Hewland VGC (1995), March (1996) 6 (1995), 5 (1996)
Tyres	Dunlop
Competition History
Notable entrants	SARD
Notable drivers
Debut	1995 24 Hours of Le Mans
Races Wins Poles FLs 0 0 0
Constructors' Championships	0
Drivers' Championships	0

The Sard MC8-R was a modified and lengthened version of the SW20 built for GT racing by Toyota's works team SARD (Sigma Advanced Research Development). The MC8-R housed a twin turbo version of the 1UZ-FE V8 giving out 600bhp.^[1] Eligible for the GT1 category, the MC8-R lacked pace against the new generation supercars and homologation specials such as McLaren F1, but did compete alongside a similarly modified Toyota Supra. Later that year the car attempted the 1000km Suzuka, this time managing to finish. The MC8-R made its first outing in the 1995 24 Hours of Le Mans where it retired after 14 laps. It reappeared at Le Mans the following year, finishing 24th, the second last position of cars that were still running. The car would attempt the 1997, only for it not to make it past pre-qualifying stage.^[2] Two cars were entered in the FIA GT Championship round at the 1000km Suzuka, but neither car managed to finish. It was replaced for the following year with the GT-One.

One MC8 road car was built in order to meet homologation requirements, but its current whereabouts are unknown.

Third generation / ZZW30 (1999-2007)

Third generation (ZZW30)
Production	1999-2007
Body style(s)	2-door convertible 2-door coupe
Engine(s)	1.8L 138hp I4
Transmission(s)	5-speed manual 6-speed manual
Wheelbase	96.5 in
Length	153 in
Width	66.7 in
Height	48.8 in
Related	Toyota Celica Toyota Supra Toyota Paseo Toyota Corolla Toyota RAV4 Toyota Matrix/Pontiac Vibe Toyota Voltz Chevrolet Prizm

2002 Toyota MR2

ZZW30 MR2 modified for road racing. Note the rare hardtop fitted.

After having been in the market for almost ten years, the SW20 had to move aside as Toyota released the new MR2, designated ZZW30. The new MR2 was, in a way, a return to the design concept of the AW11 since the weight of the car was once again dropped below a metric tonne and it was significantly smaller than the SW20. The biggest change was, however, the replacement of the solid, T-Top, and sunroof roof options with a true convertible soft top, giving the car the 'Spyder' designation. Due to a new car design rule from SAE (The Society of Automotive Engineers), the pop-up headlights as seen on SW20 had to be removed.

Many claim that this car was inspired by Porsche Boxster which was released in 1996, due to its similar appearance. However, the first prototype of MR-S appeared in 1997 at Tokyo Motorshow, which had slightly more angled and rigid appearance than the current production model. The production model includes additional curves for a more aerodynamic and appealing look. The MR2 Spyder chief engineer Harunori Shiratori once said "First, we wanted true driver enjoyment, blending good movement, low inertia and light weight. 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."

In Japan, the car is called the MR-S, which purportedly is derived from the forementioned designation. Toyota changed the American name to "MR2 Spyder" reportedly because the idea of a car with the nickname of "Mrs." would sound funny. In spite of this effort, the car is referred to as the "Mrs. 2" by some enthusiasts. The 1999 MR2 Spyder was an element of Toyota Project Genesis, a failed effort to bring younger buyers to the marque in the United States.

The engine of the ZZW30 was the brand-new all-aluminium 1ZZ-FED, a 1794 cc I4. Like its predecessors, the engine used dual overhead camshafts and 16 valves. The intake camshaft timing was adjustable via the VVT-i system, which was introduced earlier on the 1998 SW20. Unlike its predecessors, however, the engine was placed onto the car the other way round, making the exhaust manifold point towards the rear of the car. The 138 hp (104 kW) maximum power was quite a drop from the SW20 GT, but thanks to the lightness of the car it could move quite quickly, accelerating from 0 to 100 km/h in 7.0 to 8.3 s depending on the transmission option, the Sequential Manual being unable to launch and shift as quickly as the clutch operated manual. The car only weighs 975kg (2150lbs) with the 5 speed manual or 997kg (2200lbs) with the SMT, making this model MR2 the lightest of the MR2 series. In addition to the 5-speed manual transmission, a 5-Speed or 6 speed Sequential Manual Transmission (SMT) controllable from 2 pairs of buttons on the steering wheel was also available. SMT is standard feature in Australian market, however air conditioning was optional. After 2003, a 6-speed SMT was an option.

The feedback for the new model was somewhat mixed - some liked its return to the AW11's design concept, while the fans of the SW20 would've liked it to continue along the path of the previous model. All agreed, however, that the ZZW30 had nearly perfect handling. The ZZW30 is considered to be the best-handling MR2. For example, Tiff Needell, a very experienced race driver and the former host of the BBC TV show Top Gear, praised the handling of the ZZW30. Although some complained of the relative lack of power the vehicle had, many owners have recently discovered a way to switch out the 1ZZ-FE engine in exchange for the 180 hp 2ZZ-GE. This drastically brings up the accelerating properties of the ZZW30. During a comparison test during a Japanese motorsports show, "NA vs. Turbo", the Techno Spirits ZZW30, outdrove several more powerful cars. However, the driver of the ZZW30, Manabu Orido, allowed the other vehicles (a much higher powered S15 Silvia, S14 Silvia, and Amuse S2000) to catch up (in an effort to demonstrate the difference between NA and turbo) and ended in the ZZW30 losing to the higher powered S15 Silvia. Although it lost, the ZZW30 proved the top-class handling abilities of the ZZW30. On race tracks, a stock ZZW30 has a superior handling around the corners but lacks power in the straights.

The Techno Pro Spirit MR-S was also the first car to be able to beat Tsuchiya's champion AE86 in its own grounds, the touge.

Another effective and typical modification to the MR-S is the addition of a turbocharger. Many companies such as Power Enterprise, Top Secret, Tom's, TTE, Monkeywrench Racing and Hass supply simple bolt-on kits for the MR-S. This simple addon can easily bring the car to 200bhp+, at only a low boost of 4-5psi. In a video by BMI, Tom's Turbo MR-S came only a split second behind the Techno 2zz MR-S at the touge. However, there is no doubt that the MR-S in turbo guise would easily outrun the 2zz MR-S in the straights.

In the JGTC/SuperGT GT300 class, a Reckless MR-S driven by Kota Sasaki & Tetsuya Yamano is the current 2005 champion. Previously in 2002 Morio Nitta & Shinichi Takagis' ARTA Toyota MR-S also won the GT300.

The MR-S was originally introduced in October of 1999 to the consumer market and received a sequential transmission in August 2000. For 2003, the ZZW30 received some exterior changes, including a new front bumper, front and rear lights, a new rear grille, and the computer also received an upgrade allowing the gears to change and engage much quicker than the pre-2003 models which were equipped with the sequential manual transmission. The air intakes on the sides of the car were now color coded and the interior was modified with new seats and a gauge cluster. The rear wheels were increased to 16" with larger 215 mm tires, while the front ones remained at 15" and 185 mm tread width. The suspension was uprated with new springs and shock absorbers and a brace was added to the bottom of the car to improve rigidity. A limited-slip differential was also available from the factory. For 2004, the body was strengthened, adding 10 kg to the vehicle's weight.

In July 2004, Toyota announced that the MR2 (as well as the Celica) would be discontinued in the US at the end of the 2005 model year because of increasing competition and lack of sales. [5] The ZZW30 sold 7,233 units in its debut year, falling to just 121 for the 2005 model, for a total of 23,868 through its six years of production in the US. However, it is still sold in Mexico, Europe and Japan. The 2006 model year is the last for the MR2, with the United Kingdom getting 300 final models in a special numbered TF300 series. A special 182 bhp turbocharged variant called the TTE Turbo (TTE standing for Toyota Team Europe) is available as a dealer installed package. This package is also available for fitting to older Mk. III MR2s.

MR-S V Edition

While the MR2 Spyder was not sold after 2005 in the United States, it was offered in Japan and the United Kingdom until early 2007. As a farewell to the MR2, Toyota produced 1000 limited-edition "V Edition" MR-S cars for those respective markets. They are distinguished by different wheels, titanium interior accents, certain slightly modified body panels, a helical limited slip, and different steering wheel trim.

Future

For two decades, the MR2 has been popular among enthusiasts around the world, offering an affordable way to experience handling of a mid-engine sports car. Toyota is cutting down its selection of sports cars and replacing them with less aggressive "sports packages" offered on their more sedate cars. Many had hoped that Toyota would continue MR2 production because the leap along the price-axis to the next alternatives (Porsche Boxster, Lotus Elise and Exige, Honda NSX) is so large that many enthusiasts would have to settle for a front-engined car, should the MR2 be discontinued. There was speculation that the 2005 model could be a hybrid car. However, the MR2 was discontinued after the 2005 model year. Recent sightings of Toyota testing a heavily disguised mid-engine roadster have led some car magazines to speculate that a new MR2 is in the works.