Toyota introduced the MR2 in 1983, and its appeal remains strong even decades later. While the concept of a compact, mass-produced sports car with a mid-engine layout had been explored by European manufacturers since the late 1960s, none of those attempts achieved commercial success.
Tracing back to 1976, Toyota embarked on developing what would become its signature mid-engine sports car, but the global oil crisis at the time forced delays in its progress.
By 1980, efforts to bring the project to life were renewed, this time with a clear objective: Toyota aimed to create another affordable performance vehicle reminiscent of its 1960s sports car lineup.
The company was eager to introduce exciting new models, particularly to the expanding North American market. The level of commitment among Toyota’s engineers was so high that many chose to forgo their summer vacations to contribute to the project’s success.
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Toyota MR2: The Prototype Takes Shape
A pivotal moment in the MR2’s development came at the 1983 Tokyo Motor Show when Toyota showcased the SV-3 concept. Placed under bright lights on a rotating display, this prototype was an evolved version of the earlier SA-X concept.
It bore a striking resemblance to what would become the production model, requiring only minor aerodynamic refinements to the front and rear spoilers for stability in crosswinds.
Toyota introduced the MR2 in Japan in June 1984, with the name derived from ‘Midship Runabout 2-seater.’ Six months later, it became available in the UK, joining Toyota’s lineup of sporty offerings.
Due to its mid-engine configuration, constructing the MR2 required a complex structure incorporating five high-strength bulkheads, yet the car remained lightweight at just 977kg, with a weight distribution of 44:56 front-to-rear.
In its initial launch phase within Japan, three different trim levels were offered, along with two engine choices. The standout among these was the renowned 1.6-liter DOHC 16-valve 4A-GE engine, delivering 122 horsepower.
Later, additional options became available, including a T-bar roof variant and the introduction of a more potent engine: the supercharged 4A-GZE, producing 145 horsepower.
Despite this enhancement, the naturally aspirated MR2 remained impressively quick, reaching a top speed of 124 mph and accelerating from 0-60 mph in just 8.2 seconds, surpassing many of its rivals.
During the 1984-85 model year, the MR2 was awarded Japan’s ‘Car of the Year,’ outshining competition from the newly launched Honda CR-X and the latest Nissan Laurel. Road tests at the time consistently highlighted the MR2’s agile performance and thrilling driving experience.
Toyota’s dedication to motorsports was evident, as the MR2’s sharp handling made it a strong contender in racing events. One-make racing series featuring the MR2 emerged in both the UK and the US.
Additionally, Toyota Team Europe developed the wide-bodied ‘222D’ MR2, intended for Group S rally competition alongside legendary vehicles such as Peugeot’s 205 T16 and the Audi Quattro. However, the cancellation of the Group S category brought the project to an abrupt halt.
Toyota MR2: Evolution to the Second Generation
Maintaining its core identity as a mid-engine, driver-focused sports car was never in question for the second iteration of the MR2. However, the new model was designed to offer a more sophisticated appearance, refined ergonomics, a higher-quality interior, and a selection of larger, more powerful engines.
Kazutoshi Arima, who had served as deputy chief engineer on the original MR2, took the lead on the second generation, ensuring that the car moved further into a more upscale segment.
Toyota employed multiple design studios for concept proposals, with Kunihiro Uchida—who was also instrumental in shaping the Lexus LS400—overseeing the final design. The result was a sleek sports car with styling cues reminiscent of high-end Italian exotics.
Debuting in Japan in October 1989, the second-generation MR2 arrived more than five years after the first model’s introduction. Development included extensive testing, with prototypes sent to the UK—one of the MR2’s key export markets—to refine the suspension setup.
The car’s dimensions grew, measuring 245mm longer, 30mm wider, and featuring an 80mm longer wheelbase. Despite these increases, its overall height decreased by 10mm, maintaining a streamlined profile. As before, coupe and T-bar variants were available.
The powertrain lineup for the second-generation MR2 included three 2.0-liter 16-valve engines at launch: a 119-horsepower unit from the Carina (exclusive to the UK market), a naturally aspirated 3S-GE producing 165 horsepower, and the turbocharged 3S-GTE, generating 225 horsepower, which was also featured in the Celica GT-Four.
For the U.S. market, Toyota opted for a 2.2-liter 5S-FE engine instead of the 3S-GE. The increased torque from these engines helped offset the MR2’s weight gain, which ranged between 1160 and 1285kg, depending on the variant.
British publication Autocar & Motor praised the new MR2, noting that it retained the intimate driving experience of the original while offering a more exhilarating and immersive experience.
The second-generation MR2 remained in production for a decade, undergoing only minor refinements. Enthusiasts often distinguish between different versions based on the revision updates from Revision 2 through to Revision 5.
Toyota Racing Development (TRD) introduced two special models exclusively for Japan: the TRD Technocraft MR Spider, a soft-top version released in 1996, and the TRD 2000GT in 1997.
The latter featured a wide-body design and a modest tuning upgrade, boosting the 3S-GTE’s output to 245 horsepower. Its design was heavily influenced by the MR2 models competing in Japan’s GT Championship.
Returning to Its Roots
Although European sales of the second-generation MR2 continued into the early 2000s, Toyota had already begun production of its long-anticipated successor in October 1999. The first hints of the new model’s direction were revealed in 1995 when the MRJ concept debuted at the Tokyo Motor Show.
Many observers believed this concept previewed the third-generation MR2, predicting its eventual launch and price range. However, Toyota surprised many by unveiling the MR-S concept at the 1997 Tokyo Show.
Unlike its predecessor, which had evolved into more of a grand tourer, the new concept focused on returning to the MR2’s original sports car philosophy. Chief Engineer Tadashi Nakagawa described the approach as a reversal of the common trend of successive models growing larger.
Toyota sought to reduce the new MR2’s overall dimensions, engine displacement, weight, and cost while simplifying its production process, ensuring a more standardized specification across global markets.
Excitement grew as anticipation built for a lightweight and dynamic sports car designed for the next generation.
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Third Generation: Delivering on Expectations
Arriving in Japan just before the 1999 Tokyo Motor Show, the third-generation MR2 coincided with Toyota celebrating the milestone of producing 100 million passenger cars.
This new version carried over the MR-S name in Japan due to its open-top configuration, while in Europe and the U.S., it was branded as the MR2 Roadster and MR2 Spyder, respectively.
Remarkably, the new model weighed less than the first-generation MR2, tipping the scales at just 960kg. This was achieved by eliminating the rear trunk and fifth bulkhead, instead utilizing a 78-liter storage compartment behind the seats to improve practicality.
Toyota’s global production strategy meant that all markets received the same engine option: the all-aluminum 1.8-liter DOHC 16-valve VVT-i 1ZZ-FE, also found in the seventh-generation Celica.
With 138 horsepower, the lightweight MR2 offered an excellent power-to-weight ratio, earning widespread praise for its sharp handling and direct control feedback.
Like its predecessors, the third-generation MR2 attracted attention from aftermarket tuners and Toyota-affiliated specialists. Limited-edition variants such as the Modellista Caserta, VM180 TRD, VM180 Zagato, and TOM’S W123 were introduced in small production numbers.