Honda Civic Type R

There were initially 2 unofficial versions of the 'Type R' - the 1991 EF9 (EF8 - Civic CRX) SiR and the 1992 EG6 SiR II. The former is the first Civic ever to utilise the venerable B16 engine and the renowned helical LSD, with a stripped out interior devoid of luxuries such as power windows and power steering. Another first was the employment of the four wheel double wishbone independent suspension, which gave this sub-1000kg Civic highly adjustable handling on the limit. This inaugural top-of-the range Civic marked Honda's successes in Formula One, with multiple Constructors' Championships with the Marlboro McLaren team. The latter EG6 SiR II sang the same luxury-free tune, with a 10hp hike for the B16 engine and a marginally stiffer chassis, better brakes and an updated nineties facade - this time round, the curb weight tipped the scales at just over a ton.

The Civic Type R was officially introduced in Japan in 1997, as an EK9-chassis hatchback, and shared many characteristics with the Integra Type R such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front limited-slip differential, close ratio gearbox etc. The EK9 B16B engine boasted one of the highest power output per litre of all time for a NA engine at 185ps from a 1.6L sump, which is greater than that of a Ferrari 360 Modena. With a strategically seam welded monocoque chassis, this 3 door hatch gave many competitors with larger price tags, bigger engines and/or more gadgetry a good run for their money. However, this generation of the Civic Type R was not marketed by Honda outside of Japan.

(Note: the EK generation SiR III was released as a mainstream 170ps Civic (EK4) that was available worldwide, and was immensely popular due to its relatively low cost and high performance from both engine and chassis even without the high end treatment such as LSD, close ratio gearbox, race interiors and seam welding.

In 2001 Honda introduced the next generation of the Civic Type R (EP3) as a unique 3 door hatchback to the UK market, which was manufactured in Swindon, England. This later EDM Civic Type R features a 197hp 2.0L i-VTEC engine (K20A) and the regular Type R treatment of seam welding, close ratio transmission and uprated brakes, but does not include some of the other higher-end features, such as the helical LSD and Recaro race-seats, that were standard in the previous generation. This however, does not pertain to the JDM version of the EP3 (which is also manufactured in Swindon, but shipped to Japan only for some high end fettling), which retains the highly renowned helical LSD similar to that of the EK9. Other differences include more track-oriented chassis and undercarriage settings as compared to the EDM, as well as a 215ps engine with different camshafts and ECU programming.

 

Honda Integra Type R

The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra.

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. Two extra counterweights 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.

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. 301,103 Integras were sold from 1994 to 2001.

  

  

Mazda RX-7 

The third and final generation of the RX-7, FD, was an outright, no-compromise sports car by Japanese standards. It featured an aerodynamic, futuristic-looking body design (a testament to its near 11-year lifespan). The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255 hp (190 kW) in 1993 and finally 280 ps (276 hp, 208 kW, the Japanese manufacturers' gentlemen's agreement on engine power) by the time production ended in Japan in 2002.

The FD RX-7 was Motor Trend's Import\Domestic Car of the Year. When Playboy magazine first reviewed the FD RX-7 in 1993, they tested it in the same issue as the [then] new Dodge Viper. In that issue, Playboy declared the RX-7 to be the better of the two cars. It went on to win Playboy's Car of the Year for 1993. The FD RX-7 also made Car and Driver magazine's Ten Best list for 1993 through 1995.

The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=90–95). The system was comprised of two small turbochargers, one to provide torque at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10 psi of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and also provided 10 psi (70 kPa). The changeover process was incredibly smooth, and provided linear acceleration and a very wide torque curve throughout the entire rev range.

Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an 50:50 front-rear weight distribution ratio and low center of gravity made the FD a very competent car at the limits.

Recently, Mazda has revived the rotary engine in the form of the RX-8. It produces approximately 232HP naturally aspirated (the FD3S produces 255hp stock with two Hitachi turbochargers), while the Japanese market version produces around 250HP.

   

Mitsubishi Lancer Evoloution

The Mitsubishi Lancer Evolution, colloquially known as the Lancer Evo or simply Evo, is car manufactured by Mitsubishi Motors. There have been ten versions to date, and the numerical designation of the model is most commonly a roman numeral. All of them share a two litre, turbocharged engine and four-wheel drive system in common. Evolution models prior to version V were the officially-approved models for Mitsubishi's efforts in the World Rally Championship's Group A class and SCCA Pro Rally Championship. In order to follow these rules, the Evolution is based on the same platform as the Lancer. However, it is much more powerful than the standard Lancer, with the unibody being the only major part in common between the two.

The Evolution was originally intended only for Japanese markets but demand on the 'grey import' market led the Evolution series to be offered through limited type-approval in the United Kingdom and in various European markets from around 1998 (Evolution V-VI).[citation needed] Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions.[citation needed] The current 2006 Evolution (US market) includes a turbocharged 286 hp (213 kW) inline four-cylinder engine and a full-time all wheel drive powertrain. Variable valve timing is an Evolution first in 2006, coming in the form of MIVEC (Mitsubishi Innovative Valve-timing-and-lift Electronic Control). Japanese-spec cars were limited by a gentleman's agreement to advertise no more than 280 hp (206 kw), a mark already reached by the time of Evolution IV; however, each generation of Evolution's power has clandestinely evolved above the advertised number, with the Japan-spec Evolution IX having real output of about 320 PS, and various versions available in other markets, particularly the UK, have official power outputs up to 405 bhp (302 kW). Even standard components are considered "tuned" compared to other vehicles. For instance, the flywheel on normal cars weighs about 12-15 kilograms but the Lancer flywheel weighs a mere 6 kilos for very quick engine response. The Evolution has, however, been evolving into a heavier and heavier vehicle with each generation in face of tougher worldwide safety and emission regulations.

The Lancer Evolution was unique among its competitors in the World Rally Championship in that it is a homologated Group A car slightly modified to be able to race competitively against WRC class cars. They were successful in the WRC Rallies from 1996-1999, thanks to the Finn Tommi Makinen, for clinching the driver's titles from 1996-1999, and the help of teammate Richard Burns for clinching the manufacturer's championship for the first time in 1998. The Evolution however has now been replaced by the Lancer/Carisma GT and the new Lancer WRC04, but the Evolution still competes in the Group A and Group N classes.

EVO 3, January 1995 saw th

e arrival of the Evolution 3- and this time the 5000 strong production run was bought up more quickly than the Evolution 2. The Evolution 3 looked more serious, with its new nose moulding (to channel air better to the radiator, intercooler, and brakes). New side skirts and rear corners, while the rear wing had grown again to reduce lift. Under the vented aluminium bonnet a new TDO5-16G6-7 Turbo, new exhaust system and increased compression brought another 10ps power rise, Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5 speed gearbox. Interior tweaks were limited to a new Momo steering wheel (GSR only) and new fabric on the Evolution 2 type Recaros. The specs on this vehicle were an engine 4G63T size of 1997 cc, 270 bhp at 6250 rpm, Torque was 228 lb ft at 3000 rpm. weight is 1260 kg (RS 1190 kg) A top speed of 149 mph and 0-60 in 4.9secs.

EVO 4, The Lancer platform was completely changed in 1996, and along with it the Evolution, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were 2 versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and 16" steel wheels as these were items that would be replaced by anyone entering the car into competition events. The RS also had wind up windows, no air conditioning-just heater, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had a factory option of thinner body panels and thinner glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (276 hp/206 kW) at 6500 rpm and 260 ft·lbf (352 Nm) of torque at 3000 rpm. Mitsubishi's new Active yaw control appeared as a factory option on the GSR model, which used steering, throttle input sensors and G sensors to computer-hydraulically controlled torque split individually to the rear wheels and as a result the 10,000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large foglights on the front bumper, and the newly designed tail lights on the rear, which became a standard design to Evolution VI, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos - the GSR in particular due to the added technology systems- but to counter this the car produced even more power - the Weight of the RS being 1260 kg and the GSR being 1345 kg.

EVO 5, In 1997, the WRC created a new "World Rally Car" class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January of 1998.

Many aspects of the car were changed such as: The interior was upgraded in the GSR version with a better class of Recaro seat. The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force. The track was widened by 10 mm, the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking. In addition the brake master cylinder bore increased by 0.3 mm. The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ecu was changed to include a flash ROM.

Further more, the turbocharger was again improved. Torque was increased to 275 ft·lbf (373 N·m) at 3000 rpm. Power officially stayed the same, at 280 PS (276 hp/206 kW) as agreed by Japan's automotive gentlemen's agreement that all cars would have 276 or less hp, but some claim horsepower was actually somewhat higher.

EVO 6, The Evolution VI's changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. Also, the Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge foglights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR's options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp.

Yet another special edition Evolution VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Makinen logo), 17" ENKEI white wheels, a leather MOMO steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, lowered with tarmac stages in mind, a quicker lock to lock and amongst other colours, came in an exclusive shade of red with special decals, replicating Tommi Makinen's rally car's colour scheme. This car is also sometimes referred to as an Evolution 6½ or Evolution 6.5.

This was the last Lancer Evolution Homologation Special.

EVO 7, In 2001, Mitsubishi were forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 284 ft·lbf (385 N·m) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (276 hp/206 kW). Despite its civilian appearance, the Evolution VII can outrun many more expensive cars (such as the Ferrari 360 Modena, as seen in Best Motoring videos.)

The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model line up - the GT-a. Having many design features later used in the Evolution VIII, the GT-a can be considered to be an Evolution 7.5. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-a model had the following distinguishing interior and exterior specification ; GT-a only diamond cut finish 17 inch alloy wheels, clear rear light lenses and all in one style front headlights (later used on the Evolution VIII). The GT-a had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinquishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.

Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-a interior was different in that it had chrome door handles, a different instrument panel (to show the gear selection) and chrome edges bezels around the speedo and rec counter. The GT-a also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter.

The 5-speed automatic gearbox had what Mitsubishi called 'fuzzy logic', which meant that the car would learn the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most tiptronics via steering wheel + and - buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with a very usable 272 bhp. The GT-a gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon.

EVO 8,

The Evolution was changed again in 2003, this time sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. It was available with 280 PS (276 hp/206 kW) in three trims: standard (GSR in Japan), RS (devoid of all excess components, such as interior map lights, power windows/doors, and radio) and MR. RS Editions came with a revised limited-slip front differential.

The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to realize more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive, to the ACD 5 + Super AYC 6 traction control and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models and used first on the Galant GTO. Other parts on the MR include BBS alloy wheels, Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, which included FQ300, FQ320, FQ340, and FQ400 variants. They each came with 305, 320, 340, and 400 hp (227, 239, 254 and 298 kW), respectively. It is rumored that the 'FQ' stands for 'Fucking Quick'.

The FQ400, sold through Ralliart UK, produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by United Kingdom tuning firms Rampage, Owen Developments and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific output per litre of any roadcar engine. With a curb weight of around 3200 lb (1451 kg), it achieves a 0-60 in 3.5 seconds and a 0-100 in around 9 seconds, while costing about £47,000. BBC's television series Top Gear demonstrated that the FQ-400 could surprisingly keep up with and eventually overtake a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute 24.8 seconds. In a similar test conducted by UK supercar magazine evo, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche Carrera.

The Lancer Evolution VIII was also the first Evolution to be sold in the United States, spurred by the success of the Subaru Impreza WRX which had been released there just three years prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII's US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to the US in 2005, with ACD and the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The timing and tuning are also slightly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States.

Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. All Evos have lightweight aluminum front fenders and hood. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with 6-speed transmission, and BBS wheels. The basic RS Edition does not come with power windows or locks, or a radio. It DOES however, despite preproduction info, come standard with A/C in all USDM models.

EVO 9, Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L 4G63 engine now gets MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 ft·lbf. WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 horsepower.

The USDM Lancer Evolution IX models (RS, SE, MR) vary in their performance capabilities. Subtleties unique to each model account for variations in acceleration, handling and top speed. The RS excludes options standard on the IX & MR (power windows and locks, rear wiper, rear spoilers, trunk interior and trunk insulation). These weight savings of over 60 lb give the RS a subtly sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX on an identical course. However, the top-end MR does not lose significant performance, as the MR's 6th forward gear allows it to reach 165 mph at 7,000 rpm compared to 157 mph at 7,000 rpm in 5th for the RS and middle-positioned IX models. (Note: Data relevant to U.S. model specifications)

The IX MR retains the features of the Evolution VIII MR like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models still sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 include a closer gear ratio for the 5-speed transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model, HID headlights are no longer standard on the base IX (nor on the 2005 VIII neither), and are available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

Three trims are available for Japan, Asia and Europe. Although all models use the same 286 hp (213 kW) engine, the torque differs from one model to another. The GSR produces 295 ft·lbf (400 N·m) of torque while the RS and GT produce 300 ft·lbf (407 N·m).

• RS - revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available

• GT - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).

• GSR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR)

In the United Kingdom, the Evolution IX uses a different model scheme based on the cars horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp respectively. An FQ-360 model has subsequently been released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produces less horsepower than its predecessor, it has more torque at 363lb ft at 3200 rpm - 8lb ft more than the FQ-400. All four models are designed to run on super unleaded petrol only.

• FQ-300, 320, 340 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only

• FQ-360 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only

All four models are available in the US. All models use the same 286 hp (213 kW) engine. All models use a front and rear Limited Slip Differential, and an Active Center Differential.

• Standard - revised 5-speed, standard model

• RS - revised 5-speed, aluminum roof, gauge pack, minimal interior

• SE - Special Edition, aluminum roof/hood, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats

• MR - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

To the standard (or "GSR") model, the Sun, Sound and Leather package adds a power sunroof, HID xenon headlamps with integrated fog lights, slightly upgraded speakers, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, slightly revised center armrests front and rear, and separate rear headrests. This model deletes the GSR's headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon will be released in Japan soon after the sedan's debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models will be introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior is the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel engines use a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this is a lighter engine which translates into lower unsprung weight in a system where the engines are mounted in the wheels. Each in-wheel engine produces a power output of 68 hp, thus giving a combined output of 272 hp, comparable to that of regular, gas powered Lancer Evolutions. The car subsequently competed in the Shikoku EV (Electric Vehicle) Rally 2005.

EVO 10,

Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Mitsubishi Concept-X.

It is said to be put into production by mid 2007. The Mitsubishi Lancer Evolution X will feature a completely redesigned chassis and computer system. It will have a brand-new engine, the 4B11, a 2.0L turbocharged aluminum I-4, and a new all-wheel-drive system that will control braking, throttle input, and real-time suspension adjustment (all together called S-AWC, or Super All Wheel control) simultaneously with the Active Center Differential. The S-AWC uses torque vectoring to send different amount of torque to any wheel at any given time. It will also feature an automatic six speed double-clutch transmission with steering-mounted magnesium alloy shift paddles.

Mitsubishi debuted the Prototype-X concept at the 2007 North American International Auto Show (NAIAS) in Detroit, Michigan, USA. There is speculation among the press that the concept is in fact a lightly disguised Lancer Evolution X, and the production model will have minimal differences at most. The Prototype-X also comes with Active Yaw Control (AYC) rear differential, and Active Skid Control (ASC).

The production version of Prototype-X is expected to begin production in November 2007. It is also the first time a Lancer Evolution is ever sold in Canada.

 

Mitsubishi FTO

The only body style was a 2-door coupé, and all FTOs were front wheel drive. Either a straight-4 or a transversely mounted V6 engine was available, mated to either a 5-speed manual or INVECS-II semi-automatic transmission. Earlier models had a four-speed version, whilst the post-facelift versions had a five-speed.

   

   

In commemoration of its win at the Car of the Year Japan awards in 1994, Mitsubishi introduced a GPX Limited Edition version. It can be indentified by its dandelion yellow paint scheme and "'94–95 Japan Car of the Year" emblems on the outer surface of the car's C-pillar. It also has a rear screen wiper and limited slip differential as standard. Less than 500 of these are believed to have been produced.

The Nakaya-Tune FTO was a limited edition introduced in early 1997, and only 300 cars were sold. The car was tuned by Akihiko Nakaya, driver of an FTO in the Japanese GT300 motor racing series in 1998–1999. The main differences over the standard model are a sports muffler, uprated brake pads, carbon fibre lip spoiler, and uprated suspension with Öhlins shock absorbers.

Cars built after August 1997 are regarded as facelift models, although the only exterior change was to the front bumper, which gained a larger air intake, deeper front splitter and restyled housings for the supplementary lights.

  

    

An electric version, the FTO-EV, was produced by Mitsubishi Motors in 1998 as an experimental vehicle. The car utilised high-performance lithium ion battery power and set a multiple-charge 24-hour distance world record.

Annual production

1994 - 20,074

1995 - 9,741

1996 - 2,928

1997 - 1,960

1998 - 1,033

1999 - 616

2000 - 160

A total of 36,512 FTO were ever made.

 

Mitsubishi GTO

Following the successful showing of the Mitsubishi HSX concept car at the 1989 Tokyo Motor Show, Mitsubishi developed the new GTO as a technically advanced sports coupe to compete with the Mazda RX-7, Nissan 300ZX and Toyota Supra. They resurrected the GTO name, and the car went on to serve as Mitsubishi’s flagship for the remainder of the decade. However, despite the cachet of the badge at home, it was known as the Mitsubishi 3000GT outside Japan; the company was concerned that connoisseurs would object to the evocative nameplate from the highly regarded Ferrari 250 GTO and Pontiac GTO being used on a Japanese vehicle. However, regardless of its badge or eventual target market, every car was built on the same production line at Mitsubishi's plant in Nagoya, Japan.

A Dodge Stealth was initially to be used as a pace car for the 1991 Indianapolis 500 race. The United Auto Workers (UAW), however, did not like the idea of a Japanese-manufactured car being a pace car for the race, and a prototype Dodge Viper was substituted.

1990–1993

The first generation incorporated many of Mitsubishi's contemporary performance-enhancing technologies, such as full time all wheel drive, four wheel steering, active aerodynamics featuring automatically-adjusting front and rear spoilers, a tuneable exhaust and electronically controlled suspension (ECS). Visually, the cars featured pop-up headlights and noticeable "caps" on the hood to accommodate the ECS controllers at the top of the strut turrets. The European version, which was only available as the top-spec twin-turbo version, was also equipped with headlight washers and higher-spec TD04-13g turbos instead of the TD04-9b turbos.

Mitsubishi GTO twin turbo, GTO

1994–1996

Second generation models are identified by a revised front bumper to accommodate projector beam headlights and small, round fog lights. Bigger wheel/tire combinations were offered, and the caps on the hood were eliminated, and the side air vents (which are actually functional for cooling the rear brakes) and rear bumpers were modified. The interior was redesigned with dual air bags and revised air conditioning refrigerant. The engines in all models received a slight boost in torque. To complement this, the VR-4 now included a 6-speed Getrag transmission.

As the price of the cars increased, many of the "gadgets" on the car were discontinued. The tuneable exhaust was phased out as early as 1994, the ECS disappeared in 1995, and the active aerodynamics in 1996. Finally, Chrysler ceased sales of the Dodge Stealth captive import, and for the remainder of its life only Mitsubishi-badged versions were available.

In 1995 and 1996, special edition hardtop convertible models of the 3000GT SL and VR-4 were sold in the USA. Customized by ASC in California, these cars had retractable hardtops which could be opened or closed at the touch of a button. It was the first of its kind in America since the 1957–59 Ford Skyliner, and although it was abandoned after two years because of slow sales (1618 units), it presaged a market which would eventually mature the following year with the Mercedes SLK.

Mitsubishi GTO twin turbo, GTO

1997–2001

The SOHC 12v engine, previously only available in the base model Stealth, was added to the Mitsubishi range after the Dodge version was discontinued. Slower sales in the American sports car market led to a planned facelift for 1997 being abandoned in favor of minor cosmetic adjustments. The car then soldiered on until 1999 until imports were discontinued. Production for the domestic market finally ceased in 2000, with the last two cars sold the following year.

Mitsubishi GTO twin turbo

 

Nissan Figaro

The Figaro was introduced at the 1989 Tokyo Motor Show under the slogan "Back to the Future". It was built by a Nissan special projects group called Pike Factory, who also produced other niche automobiles such as the Be-1, Pao and S-Cargo. Only four colours were available: Topaz Mist, Emerald Green

Pale Aqua and Lapis Grey. The least popular was Topaz Mist, which now has become the most sought-after version.

The Figaro was equipped with leather seats, air conditioning, CD player and a retractable roof. It was designed by Shoji Takahashi, who won a design competition with the car. The engine was Nissan's MA10ET, a turbocharged 1.0 L (987 cc)

Only 8,000 were originally available with an additional 12,000 added to production numbers to meet demand.

Specifications

Size

Weight

Performance

Engine

Various devices

Colors

Exterior body colors:

Interior colors:

     

Toyota MR2

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 (initially standing for "Midship Rear-drive, 2-seater" but later claimed to be "Mid-engine, Rear-wheel drive, 2-seater"), was to become the first mass-produced mid-engined car to come from a Japanese manufacturer.

First generation (AW10/AW11), 1985-1989

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 features of the AW11 were 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 the following year, 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 C-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.

Second Generation (SW20) 1989-1999

The MR2 went through a complete redesign in 1989, when the new Mark II body was produced. 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 Lotuses, 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 effects.

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 with the naturally-aspirated 156 hp (116 kW) 3S-GE engine. The Japanese MR2 GT model (MR2 Turbo in the US) was able to accelerate from 0-100 km/h in 5.9 to 6.2 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 you could order the car with either a T-top roof (commonly referred to as the T-bar option) or a moon roof option. The T-top option on early model MK-II vehicles was commonly known to leak after several years of operation.

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 prone to understeer, thus making it more difficult to push the car into "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 (1990-1992) were remedied with stronger dual synchronization rings.

The next big change occurred in 1994, when Japanese SW20's received all-new engines 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 and a new CT26 (sometimes going by the misnomer CT20b) 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 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.

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).

All Toyota Technocraft Ltd. TRD2000GT's 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.

Third generation (ZZW30), 1999-2007

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 ton 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 more aerodynamic look and more appealing. 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's 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 - others 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, allowing one to brake into corners and throw the car through the corner in slight drift. 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.

Techno Pro Spirit's 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, Reckless's 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. 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.

 

Toyota Supra

The Toyota Celica Supra was a sports car/grand tourer produced by Toyota Motor Company from 1979 to 2002. The styling of the Toyota Celica Supra was derived from the Toyota Celica, but it was both longer and wider. Starting in mid-1986, the Supra (in its third generation, MKIII) became its own model and was no longer based on the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra. Due to the similarity and past of the Toyota Celica's name, it is frequently mistaken for the Toyota Supra, and vice versa.

The Supra also traces much of its roots back to the Toyota 2000GT with the main instance being its engine. The first three generations were offered with a direct descendant to the 2000GT's M engine. All four generations of Supra produced have an inline 6-cylinder engine, one of the few piston engine configurations with theoretically perfect mechanical balance, leading to very low vibration from the engine.

The name is a combination of Celica and the word Supra. "Celica" is derived from Latin and its literal translation is "celestial" or "from the heavens". "Supra" is a word that is derived from Latin that stands for "over, above, beyond, or greater than". Therefore, a translation to English would be something like "from above the heavens" for the entire term.

Along with this name and car Toyota also included its own logo for the Supra. It is derived from the original Celica logo (it's just orange instead of blue). Often people think it is some sort of swan, but it more closely resembles a dragon. The logo was on Supras until 1989 when Toyota switched to its current oval company logo.

In 1999, Toyota ceased sales of the Supra in the United States and in 2002 Toyota officially stopped production of the Supra in Japan.

Mark IV (1993-2002)

With the fourth generation of the Supra, Toyota took a big leap in the direction of a more powerful sports car. The new Supra was completely redesigned, with rounded body styling partly based on the Ferrari F40 and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp @5800 rpm (164 kW) and 210 ft·lbf @4800 rpm (285 N·m) of torque and a twin turbocharged 2JZ-GTE making 276 bhp (239 kW) and 260 ft·lbf (352 N·m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (larger turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp @5600 rpm and 315 lb.ft @4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph. The turbo version was tested to reach over 289 km/h (180 mph) all-stock, but the cars are restricted to just 180 km/h in Japan and 250 elsewhere. European versions also had an air intake on the bonnet. Drag coefficient is .33.

The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of small, equally sized turbos, with ceramic blades for the domestic Japanese market and steel blades for export (USA, Europe) markets. At first, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm. Approaching 4000 rpm, the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. Approaching 4500 rpm, the second turbo's output is used to augment the first turbo's output. This setup differs from other twin turbo designs which run both turbos in parallel. The sequential mode provides greater low RPM response and increased high RPM boost.

For this generation, the Supra received a new 6-speed Getrag/Toyota gearbox on the Turbo models while the naturally aspirated models made do with a 5-speed manual. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminum alloy wheels and a "donut" spare tire on a steel wheel. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which do not exist on the normally aspirated model.

Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included dished out head bolts, hollow carpet fibers, magnesium steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, larger wheels, larger tires, and an additional turbo, the car was at least 200 lb lighter than its predecessor. The base model with a manual transmission had a curb weight of 3210 lb. The Sport Roof added 40 lb while the automatic transmission added 55 lb. It had 51% of its weight up front and 49% to the rear wheels. The turbo model came in as 3505 lb with the manual and the automatic added another 10 lb. The front wheels held 53% of the weight and the rear wheels had 47% of the weight.

For the 1996 model year, the turbo model was only available with the automatic transmission due to OBD2 certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission is back for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges that said, "Limited Edition 15th Anniversary." For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVTI which raised the output by 5 hp and 10 ft·lbf of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations.

The stock MKIV Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. The Supra is one of the heavier 2-door Japanese sports cars. However still lighter than the Nissan R33 and R34 Skyline GTRs to which the Supra is traditionally a rival in its home country. The Supra was also lighter than the Mitsubishi 3000GT VR4 and the smaller Nissan 300ZX. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.98 lateral g's due in part to a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One inspired braking system allowed the Supra Turbo to record a 70-0 braking distance of 149 feet , the best braking performance of any production car tested in 1997 by Car and Driver magazine. Since that time only the Porsche Carrera GT has managed to best that 70-0 braking performance.

Due to the strength of the stock engine, the 2JZ series has remained a popular import platform for modification. Stock engine hardware has been known to reliably withstand power levels in excess of 3 times the original power ratings. In drag racing, the Supra and similarly powered 2JZ cars have run competitively against domestic vehicles with up to three times the engine displacement. Drag models of the Lexus GS, Toyota Celica, and Toyota Solaras have used the same engine.

Sales to Canada were stopped in 1995, and ceased being imported into the US in 1998. Production continued in Japan until August 2002 due to restrictive emission standards to be adhered to by 2003.

Mark V

Throughout the past couple of years, major print and online auto publications have hinted at a possible revival of the Supra in 2007/2008, pointing the car in different directions. The vehicle was originally thought to be the flagship or halo model in the Toyota lineup, be powered by a high output V8, and have an estimated cost anywhere between $50,000 and $70,000. Other rumors hint at a V10 F1-inspired powerplant, like the current BMW M5 and M6, though current F1 engines have been downgraded to V8s. Power is 500 bhp or more, as this was likely due to the increasing number of sighting of a high performance sports car being tested throughout Europe and, more specifically, on the Nürburgring. These vehicles turned out to be the test mules for Lexus' future Lexus LF-A.

Topspeed.com was among a number of publications that claimed that there will be a return of the Supra in 2008 but Toyota disclaimed this rumor on August 15, 2006. The same numerous publications that originally speculated on a future Supra all stated no new vehicle was being developed. According to an AutoWeek article on current and upcoming Toyota vehicles, all rumors on the Supra's return are false. Automotive News also claim Toyota has absolutely no plans for a Supra in the future.

The Toyota FT-HS (Future Toyota-Hybrid Sport), which debuted at the 2007 North American International Auto Show, was stated to be a concept for a vehicle that could fill the gap in Toyota's line-up left by the Supra