Something to aim for, I think, because you have to have goals. They’re not cheap by our usual standards, but they’re not totally out of reach either. But there are some constants: a Fiat 128, a Dodge Shelby Charger, an early Mazda RX-7, a Chevy El Camino, any old 5-cylinder Audi Quattro… and these two. And I’m sure mine isn’t the only list that changes with my mood. Now, I’m sure I’m not alone in having a list of reasonably-priced cars that I’ve always wanted to own, but haven’t (yet) had the chance.
Besides, the Datsun already sold, so it’s out of the running.
But that Benz does warrant a look, just to see if it really is legit. So let’s get yesterday’s results out of the way, and we’ll take a look:īrave souls, I think. To celebrate, I’m setting aside the price cap to look at two cars on my own personal “always wanted one” list. This is my 100th Shitbox Showdown! Thomas kicked things off on April 4th, and I took over on the 5th, so this is technically Shitbox Showdown number 101, but it’s 100 for me. Whichever engine you get, make sure it’s built to handle the high revs that come from a manual-transmission car.Good morning! Today is a special day in the history of this silly little column.
#Mr2 spyder series
Mazda makes a small aluminum V6 as well, as part of its K series engines. A turbocharged MR2, depending on the equipment, could make the car more difficult to control once the boost kicks in. Be careful with a turbocharged Toyota MR2 2000 Toyota MR2 parked at the docks | National Motor Museum/Heritage Images/Getty ImagesĮmbracing a V6 typically means more low-end power, and avoiding forced induction keeps it predictable. However it’s much larger at 3.5-liters, so it might be more difficult to fit. Some owners want to keep it within the family and swap a 2GR-FE V6, which makes at least 236 horsepower. Both the 2ZZ and A612 are comparable in weight, with the MIVEC barely edging a higher weight class. It’s an all-aluminum 2-liter V6 that makes 200 horsepower. Another swap to consider is a small, lightweight V6, like the Mitsubishi MIVEC A612. However, don’t be afraid to get creative. This is a solid, safe swap that’s been done many times, and there is a lot of literature covering it. It’s an all-aluminum engine with dual overhead camshafts and can make up to 260 horsepower depending on what car it came from. It’s reportedly reliable but doesn’t handle forced induction all that well, presumably due to its 11.5:1 compression. Swapping a Toyota 2ZZ-GE inline-four from a seventh-generation Celica into the MR2 Spyder is common for owners who want 200 horsepower in a compact engine. Mitsubishi MIVEC A612 2000 Toyota MR2 parked at the docks | National Motor Museum/Heritage Images/Getty Images Luckily there are a few engines small enough to fit, make more horsepower, and are more reliable.
If the engine bay space is tight but chassis fabrication doesn’t bode well for structural rigidity, opt for a small engine that can last forever with minimal maintenance.
If you’re trying to get more power out of an MR2, try and solve as many problems as you can in the process. In a 2,200-pound convertible car, chassis fabrication could impact structural rigidity. Fitting turbos onto the stock motor may present issues only resolved by dramatic chassis fabrication. RELATED: Mid-Engine Toyota MR2 Coming In 2025Įngine bay space is a problem with the MR2.
#Mr2 spyder how to
How to give the Toyota MR2 more horsepower
#Mr2 spyder manual
Aside from that, the only transmission worth getting for the Toyota MR2 was the 5-speed manual due to reliability issues with its sequential manual transmission. Toyota’s ZZW30 also burned oil in abundance. The engine used ceramic parts in its pre-cat system that could break apart over time and cause severe engine damage. The power was adequate for the size of the car, but the engine suffered from a substantial defect in the exhaust. The stock third-generation MR2 came with the ZZW30, a 1.8-liter inline-four making about 140 horsepower mated only to either a 5-speed manual or sequential manual transmission.
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