posted by AnonymousRacer [B]TUNING Nonturbo MkIIs show better results in SCCA autocross, but the Turbo is the better car for the street. It starts out with a lot more power and increasing its output is a simple matter of turning up the boost--at first.
As output rises, several hardware changes become important. The stock intake manifold tends to put more air into cylinder three than the others, causing it to run leaner and eventually fail, usually at about 350 hp. The aerodynamic design of factory Toyota turbos pales next to modern turbos such as Garret’s dual-ball-bearing GT series.
Finally, the Bosch L-Jetronic-derived flapper-box airflow meter is both inherently restrictive and limited to its measurement range. The mechanical integrity of the long block would seem to be as good as any other Japanese turbo 2.0-liter, once the faults of the ancillaries are corrected.
Some may find it easier or faster to build their version of the perfect raw material than to buy it, though it will almost certainly be more expensive. A rear clip from a later JDM turbo car includes the more powerful engine as well as the revised suspension and larger rear brakes. Legality and wiring are usually up to the owner, but shops such as Toysport (
http://www.toysport.com) and E.L. Prototypes (
http://www.Elprototypes.com) are experienced and can at least make the mechanical part of the conversion a turnkey experience.
If you’re serious about making an MR2 handle well, either buy a 1993-or-later car or plan on changing the rear suspension. The Internet is full of opinions on how to make the MkII handle. The most trustworthy information is from successful autocrossers such as Randy Chase, but is oriented toward the SCCA’s stock-class rules, so it ignores changes as basic and important as spring rates.
WHAT TO LOOK FOR MR2s are basically bulletproof. Hardly anything major goes wrong with these cars, especially the naturally aspirated ones, unless they’ve been modified, abused or neglected. However, there are a few potential problem areas.
The most expensive trouble spot on an otherwise healthy Turbo is the turbocharger itself. Toyota charges enough for a new one that nobody would bother. Rebuilding the stock turbo, typically every 65,000-80,000 miles, costs about $500. Upgrading the Toyota unit is expensive enough to justify switching to a new, more modern design. The airflow sensor may also go bad, often causing problems only intermittently, and typically costs $600.
On T-top cars especially, check the interior carefully for signs of water damage from leaking window seals. The parking brake cables have rubber dust boots at the caliper ends that are usually rotted. Water can enter these and freeze, locking the parking brake on. Some people drive on regardless, with ugly results.
Beyond these points, inspect the car thoroughly. Be certain every electrical item functions, all the levers unlatch their openings and that all trim is present and in good condition. Toyota parts that are not standard service items can be expensive. Get underneath the car and check for bends from accidents or scrapes from possible off-road excursions. In the absence of poor accident repairs, corrosion is unlikely to be a problem except in the saltiest of winter states.
WHAT TO PAY The chart of prices indicates average transaction amounts for decent cars between private parties in Southern California. The actual number for any particular transaction will vary significantly, depending on options, color, vehicle condition and a buyer’s desires. Exceptional examples and rare colors or option combinations can go for quite a bit more. Prices also very regionally and seasonally.
MkII MR2s are hardly common, even in Southern California. Finding just the right car can take months of searching. Take your time.
The second-generation MR2 is in many ways an affordable exotic you can drive every day. Have fun with it and take good care of it, but don’t expect anybody to mistake it for a Ferarri. It won’t be in the shop nearly enough for that.
TODAY’S MARKET VALUE Naturally Aspirated Turbo
1991 : $3,490 $4,250
1992 : $4,030 $4,960
1993 : $4,920 $6,400
1994 : $6,030 $7,570
1995 : $6,770 $9,060 [/B]