Though the MR2 had less horsepower from its naturally aspirated inline-four (138 hp compared to the Miata’s 140), it was around 150 pounds lighter, proving an even better power-to-weight ratio than the golden standard for small sports cars. Let’s consider the MR2 Spyder next to is contemporary from the time, the NB Miata. Before you do, though, here’s everything you should know. There’s a good chance more people will catch on to that fact, so it’s worth considering buying one now while you can still get it dirt cheap. Modern safety regulations would never really allow for that. ![]() There wasn’t another small, affordable mid-engine sports car that came after it and there probably never will be. Moreso, we have yet to become truly nostalgic for the Spyder’s era, not in the way we have for sports cars of the ’80s and ’90s.īut the MR2 Spyder was the end of an era. There was no artificially aspirated version, either, unlike the first gen that was made available with a supercharger and the second gen that got a turbo. ![]() It forewent the iconic pop-up headlights for big, sort of frog-like headlamps and the roof was done away with completely (no t-tops here). The Spyder is the unloved son of the bunch and there are probably a few reasons for that. No, I’m talking about the MR2 Spyder, the oft-forgotten third generation MR2 produced from 2000 to 2007. You’re close, but both aren’t as reliable as you’d think and they’re increasingly becoming expensive collector’s items. You might think I’m talking about the first or second generation MR2. After all, Toyota's SMT mechanism requires an elaborate computerized control system to handle the delicate matter of coordinating clutch engagements and throttle inputs in a way that approaches a seamless flow of power.What if I told you that you could buy a reliable, mid-engine sports car for just a few thousand dollars? You might think I’m talking about the Pontiac Fiero (and point and laugh). If there's a single aspect of Toyota's system that remains incomprehensible to us, it's the lack of a fully automatic feature. It is, after all, still a conventional diaphragm clutch, and its throw-out bearing will thank you for a little rest. As long, of course, as you remember to pop the console lever into neutral during long periods at idle. It is also pretty cool to be able to sit in slow-moving traffic and have the hydraulic leg do all the clutch work. And in the interests of long and trouble-free operation, Toyota can argue that its SMT system will probably extend clutch life, being better able to match throttle inputs and clutch-engagement rates than many owners can. Of course, the MR2 is a little more forgiving than the race cars for which these automated manual transmissions were devised, but you get the picture. That's important if you plan to drive very close to the limit of adhesion, where a misstep in the pedal department of a car with a normal manual transmission can produce a chirp of rear-wheel lockup - not a good thing when driving a sensitive mid-engine car near that limit. ![]() You can brake deep into bends while pressing buttons for perfectly timed downshifts that match wheel and engine speeds exactly. The car is great fun to drive, engendering many of the same F1-style fantasies you get in the Ferrari. The quarter-mile time of 16.2 seconds (versus 15.6 seconds) is similarly prolonged.īut don't write off the MR2 SMT just yet. So the 0-to-60-mph time - at 8.2 seconds - is 1.4 seconds slower than the last MR2 we tested. Any one of our test drivers could stab the pedals and snap the lever through the gate in half the time. Although this isn't a problem during normal or even sporty driving, the shifts seem agonizingly slow at the drag strip. Then, once under way, the shifts are made slowly and deliberately. Thus, even with the accelerator floored, the launch is conducted gently, with just enough revs dialed up to allow a gentle clutch engagement.
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