1995 `M` Toyota MR2 Turbo Rev 3 329 BHP Track Car "MR T"

£5,995.00Price
  • A DRIVERS DELIGHT WITH THE PERFORMANCE TO MATCH
  • EXOTIC LOOKS WITH SUPERCAR PACE
Colour: Super White
Registration Number
  • ENGINE

    With an NA 2.0L 3S-GE engine producing 165 PS (121 kW; 163 hp) The standard Toyota MR2 MK2 was not exactly a slow machine , So when Toyota installed the turbocharged 2.0L 3S-GTE engine producing 221 PS (163 kW; 218 hp) Things started to get serious.

    This MR2 is a Desirable Revision 3 model with 242 BHP as standard, as if this wasn`t enough this has been treated to a Janspeed downpipe, KO R1 Exhaust, XS Power intercooler, SPF Cold intake filter and electronic Valve controller, Blow off turbo valve, APEXi Air intake contoller, Dash mounted and adjustable Turbo booster means this little pocket Ferrari pumps out 329 BHP which is not for the shy and retiring types. This engine is in tip top condition and is ran only on Shell Optimax, dare we say it 99 Octane?

    Best Motoring, a popular Japanese automobile TV show featured an episode that had them battle a factory stock Rev 5 GT-S Turbo versus other Japanese market contemporaries on Tsukuba Circuit, with the MR2 winning the circuit race. In the rankings of personal bests, though having achieved a best time of 1:08.00, the Rev 5 MR2 was slower overall by about a second against the Supra RZ, RX7, R32 GTR, and NSX, whilst being more than two seconds faster over the Legacy RS and Silvia S14 K's. and that was a standard one with 242 BHP.

  • BODYWORK

    "Mr T" as we have come to affectionately know him by is as sleek and imposing as any 80`s or 90`s Ferrari, have any cars quite looked as cool with the pop up headlights.

    Finished in Super White, Mr T has a few battle scars and scrapes but no accident damage and the he came with the stickers, which if not to your taste can be removed at any time with a hot kettle and a few minutes to spare.

    Mr T has been fitted with the BOMEX front nosecone for extra downdorce and tasteful styling enhancement.

    Being the revision 3 he has been blessed with the 4 Separate lights at the rear that improve the look no end.

    Overall a beautiful looking car that turns a few heads, if you want a show winner then he needs a bit of TLC but could be made easily pristine and crucially is generally rust free. Mr T is honest but a tough cookie.

  • INTERIOR

    This is where you will do business in Mr T and Mr T is very much focused on his Job. His job is to entertain you and by god he will do that.

    Stripped of any nannying luxuries, Mr T cossets you and holds you tightly in the corners with his figure hugging race seats and sabelt harnesses.

    All his controls fall perfectly to hand and his high centre tunnel will make you feel you are in something very special then when you turn your head and see the rear buttresses flow down from the rear window right behind your head you KNOW that you are in something special.

    You have adjustable Boost control valves etc in Mr T that you can play around with but we think you will be thinking more about how you are going to clip that apex of the corner.

    There is no stereo but who wants to listen to Radio 4 when you are at Mach 2 with your hair on fire, The only music you need is from the wonderful exhaust note and the air intake roar and turbo chatter from behind your head.

  • DRIVING

    Mr T is not for learner drivers, He is a mid engined Turbo charged sports car with 329 BHP, he is a drivers machine and he is reactive and friendly but only if you know what you are doing. He has fantastic steering and he corners flat, he is so comfortable and really matches the motoring press review which described MR2`s as poor mans Ferrari`s, but he can bite, Anybody who lifts off the throttle suddenly mid bend when the car is unsettled will testify to this. So you have to have a different approach , you  get your speed right before the bend and then you keep a steady throttle until the exit where you cvan exit the corner on a whiff of opposit lock. It is fun and oh so rewarding.

    A bit like an earlier 911 this car demands respect and if you give Mr T respect he will have your back, he will be a loyal companion.

  • ROAD TAX

    At £265 per year it is not a lot to pay when you consider how much fun you will be having

  • WHEELS & TYRES

    This has 4 matching Falken Tyres that have life left in them especially if this is not your everday machine.

    Front drivers = 3mm

    Front passenger = 3mm

    Rear Drivers = 3mm

    Rear Passenger = 3mm

    The wheels are RSS 5 spoke alloys with staggered offset to fill out the rear arches.

    Mr T also comes with a spare set of wheels with handcut slicks for trackdays.

  • EXTRAS

    Just the afore mentioned boost controllers, harnesses, extra power and the whopping great smile when you feel the twin entry turbo engine come on boost.

  • HISTORY

    A Japanese import as all Turbos are, this car was built in Japan in 1995 and brought to the UK in October 2006, we have its first UK mot showing 96,000 km and he is now showing 113,000 km which equates to around 67,000 miles. not a lot for a Toyota.

    The cars previous owner bought him in 2014 and didnt get the chance to use him so was kept in a heated garage until we bought Mr T in 2017.

    We were going to keep Mr T as a track car but we have 3 Track cars already and we dont have the time to even go to the track even once!

    He has been serviced when he has needed it but as is usual with Japanese imports it is rare to have any service book as these would be useless in Japanese.

  • SUSPENSION

    With Uprated suspension in perfect working order he handles nice and flat and does not knock or bang over bumps etc.

    We do not know the make of the suspension fitted but the driving chracteristics dictate that this is not some cheap aftermaket suspension system.

    His rebound and compression are perfectly in tune with the body and he will suprise you with the way he darts into the bends and stays composed (Unless you introduce his 329 BHP to his rear wheels all of a sudden!)

  • BRAKES

    Grooved and uprated Discs front 7 rear coupled with EBC Red stuff Pads and DOT 5.1 Brake fluid means he stops at least as well as he goes.

    He has ABS brakes and you can really lean on them when needed with little to no fade despite repeated stops from speed.

    He gives you confidence at speed, A car with less than perfect brakes is not one to be enjoyed when pressing on. He gives you that confidence.

  • THE STORY OF THESE CARS

    The MR2 went through a redesign in 1989 (though North America did not receive them until late 1990 as 1991 models). The new car was larger, weighed 350 to 400 pounds (160 to 180 kg) more than its predecessor due to having a more luxurious and spacious cabin, larger engine sizes, sturdier transaxle, and a more durable suspension setup. The overall design of the automobile received a more rounded, streamlined styling, with some calling the MR2 SW20 a "baby Ferrari" as well as "poor man's Ferrari", since the car did have several design cues borrowed from Ferrari. The 348 was its direct contemporary.

    Like the AW11 before it, Toyota spent countless hours fine-tuning the handling capabilities of the SW20, seeking advice from professional race car drivers, including Dan Gurney of Formula One, NASCAR, and Le Mans fame.[23]

    When the AW11 was still in production and before the SW20 was officially shown to the public, several rumors were spreading stating that Toyota was building yet another mid-engine sports car, one that would have a 3.0L V6 engine that could directly compete with the 348, though this specific rumor was later shot down under the pretense that such a car would belong under the Lexus branding.[23]

    • Japanese market trim levels:
    • G with an NA 2.0L 3S-GE engine producing 165 PS (121 kW; 163 hp); with an A/T standard and an optional M/T. The G was the base model of the SW20 line-up. Standard features included: climate control, electric mirrors, and fabric door/seat trim.
    • G-Limited with the NA 2.0L 3S-GE engine; an A/T was standard or an M/T was optional. The G-Limited was the higher-specification naturally aspirated SW20. Additional standard features: electric folding mirrors, steering fog lamps, and rear spoiler.
    • GT-S with a turbocharged 2.0L 3S-GTE engine producing 221 PS (163 kW; 218 hp); an M/T was the only choice. The GT-S had the same standard features as the G-Limited.
    • GT with the turbocharged 2.0L 3S-GTE engine and manual transmission. The GT was considered as the luxury specification in the SW20 line-up and had alcantera/leather door and seat trim in addition to G-Limited standard features. All Japanese market cars came equipped with electronic climate control featuring 2 stage air conditioning.
    • European market trim levels:
    • Coupe with the NA 2.0L 3S-FE engine producing 138 hp (103 kW) (not available with T-bar roof). This model had no rear spoiler or front fog lights
    • GT Coupe with the NA 2.0L 3S-GE engine producing 154 PS (113 kW; 152 hp).
    • GT T-Bar with the NA 2.0L 3S-GE engine. Options included as standard were full leather seats/door cards and the premium 8 speaker audio system.

    There were no turbo models officially offered to the European market; however, many Japanese models were sold via the grey market.

    • US market trim levels:
    • MR2 with a NA 2.2L 5S-FE engine producing 130 hp (97 kW) and offered with a four-speed A/T or five-speed M/T.
    • MR2 Turbo with a turbocharged 2.0L 3S-GTE engine producing 200 hp (149 kW), offered only with a 5-speed M/T (offered solely with the T-bar roof after early 1993).
    • Differences between the normally aspirated and turbocharged models include the "Turbo" emblem (US) on the rear trunk, 'TWIN CAM 16 TURBO' decal above the side intake (Japanese market), a fiberglass engine lid with raised vents, fog lights, and an added interior center storage compartment located between the two seats. All SW20 MR2s came with a staggered wheel setup, with wider wheels and tires in the rear than in the front.

      Mechanical differences on the Turbo models include:

    • 3S-GTE engine with associated air-to-air intercooler and different exhaust configuration;
    • Stronger and heavier E153 gearbox with different ratios and stronger axles;
    • Larger fuel pump and radiator.
    • Models with 3S-GE and 3S-GTE engines had twin-piston front brake calipers. Models with the 5S-FE engine had only single-piston calipers.
    • The stock US market MR2 Turbo model was able to accelerate from 0–60mph in 6.1 seconds and finish the 1/4 mile in 14.7 seconds.

      The Revision 1 Turbo SW20 can pull 0.89g at the skidpad, with later revisions averaging 0.90g - 0.94.[24][25]

       
      A 2nd generation 3S-GTE (left) and a 4th generation 3S-GTE (right). Note the side feed intake on the 4th generation.

      Revision 2 cars were fitted with Yokohama A022s, coincidentally the NSX also uses a special variant of the A022.[26]

      A stock Japanese market Rev 3 GT-S Turbo was able to run the 1/4 mile in 13.1 seconds,[27] beating out more expensive and higher powered automobiles such as the Honda NSX, Toyota Supra RZ, and even the Ferrari 348 TB.

      Best Motoring, a popular Japanese automobile TV show featured an episode that had them battle a factory stock Rev 5 GT-S Turbo versus other Japanese market contemporaries on Tsukuba Circuit, with the MR2 winning the circuit race. In the rankings of personal bests, though having achieved a best time of 1:08.00, the Rev 5 MR2 was slower overall by about a second against the Supra RZ, RX7, R32 GTR, and NSX, whilst being more than two seconds faster over the Legacy RS and Silvia S14 K's.[28]

      It is popular among enthusiasts to replace the stock 3S-GTE with the "4th Gen" 3S-GTE from the Caldina GT-T (ST215). This updated engine features coil on plug electronics, higher compression, a reinforced cylinder block, a higher flowing cylinder head, and a larger integrated to manifold turbocharger colloquially named the CT15. All of these help produce a higher output of 198 kW (265 hp) and with just a turbocharger boost pressure controller, 230 kW (310 hp) is reliably attainable.

       
      USDM SW20 interior
       
      1991 MR2 SW20 (US)
       
      MR2 SW20 Revision 2
       
      MR2 SW20 Revision 3

      Revisions and model year changes

      The second-generation MR2 underwent a variety of changes during its 10 years of production, grouped in four different periods:

      1989 (Revision 1)

      Introduction of the new generation.

      January 1992 (Revision 2, MY 1993)

       
      3S-GE equipped SW20
    • Fitment of a catalytic converter, lowering the power to 156 hp
    • Revised rear suspension with longer toe links
    • Revised front suspension which removed castor angle adjustment
    • Larger front lip
    • 15-inch wheels and wider tires on all models (Front: 195/55/15, Rear: 225/50/15)
    • Larger brakes (turbo only in US market, All cars for Japanese and European markets)
    • Shorter shift lever and smaller knob
    • Viscous LSD option (turbo only)
    • Upgraded transmission synchronizers
    • US turbo models now only sold with T-bar roof (except for a few sold in early 1993)
    • Canadian sales cease after 1993
    • EBFD and TC added as options on Japanese market models
    • November 1993 (Revision 3, MY 1994–1995)

       
      An older revision SW20 T-Top equipped with aftermarket parts. Note the 3-piece spoiler that integrates with the body.
    • European & Japanese market 3S-GE now rated at 173 hp
    • Japanese market 3S-GTE (Gen 3) now rated at 245 PS (180 kW; 242 hp)
    • American market 5S-FE now rated at 135 hp (101 kW).
    • American market Turbo models retained the Gen 2 3S-GTE.
    • Round "Kouki" tail lights
    • Prior 3-piece rear wing replaced with revised one-piece
    • Color-coded center panel, front lip, and side skirts.
    • Passenger airbag (not available for the Japanese market)
    • Viscous LSD added as standard in Japanese market Turbo models
    • Japanese market E153 gearbox revised with upgraded synchros
    • Cruise control no longer an option on Japanese market models
    • Upgrades made to ABS system, which now induced an acceleration sensor located behind the gear stick
    • Upgrades to electronic power steering system (EHPS) to boost assist at low speeds and reduce assist at high speeds[citation needed]
    • Strengthening pieces added to rear strut towers
    • American sales cease in 1995; turbo models are not offered in California-emission states after 1994
  • MOT

    A fresh MOT will be completed at time of Purchase for Peace Of Mind

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