LeadScoreApp uses cookies to identify the computer and builds a profile based on the digital footprints the user leaves on the website. Facebook pixels collects data about your behavior on our website in order to target marketing to you on Facebook. We use Facebook pixels to improve our ads for visitors who have visited the website and who have a Facebook profile. You can therefore experience dynamic ads after visiting the website. Google Analytics collects information about your use of our website, including your IP address, to track your behavior in order to target our marketing. This should be enabled at all times so that we can save your preferences for cookie settings and provide you with the best experience. The use of a sport rear silencer is mandatory! Please note that not all rear silencers available on the market fit with our system! Please do not hesitate to contact us if you have any questions in this regard. Motorsport part – not street legal! Not permitted in the area of the StVO / StVZO! ![]() Individual optimization of the ECU and the “sport” function thanks to the use of the freely programmable control unit More torque (+55 Nm) and power (+60 PS) compared to the factory spec Elise 140 ![]() The full-programmable ECU allows the maximum speed to be increased to 7,300 rpm on personal request. 195 hp at 6,700 rpm and the maximum torque of appox. The pressure loss in the cooler is less than 15 mbar! To optimize the performance, we also use an air-to-air charge-cooling-system that gets a temperature difference of around 50 ° C (before / after the intercooler) and thus normally keeps the difference to the ambient temperature constantly below 20 ° C. In our kit, this charger runs at around 98,000 rpm at full load (max. The Rotrex charger used for this is a mechanically driven flow-charger (radial compressor) with a separate oil system including pump and reservoir. The torque and power increase significantly, with the main advantage being a torque increase of approx. Just 27,941 MR2 Spyders were sold Stateside, making it the rarest version of all MR2s.Supplement to the Elise/Exige with our “Turbodrive” system!īased on our Elise 250S Turbodrive system, we have developed the Elise S200-system for the Elise S140 with 1ZR engine. Model year 2005 was the last for the MR2 Spyder in the U.S., with cars being sold into 2006 in other markets. In 2003, a Torsen limited-slip differential was optional, while ride height went up slightly. For 2002, the MR2 Spyder was given a light refresh, with new seats, 16-inch staggered rear wheels, an extra gear for the SMT transmission, revised suspension tuning, and a new underbody brace for structural rigidity. ![]() Zero-to-60-mph times for the conventional manual were roughly 6.8 seconds, while it took SMT cars nearly 9.0 seconds. A five-speed manual transmission was the only gearbox available until 2001, when a five-sped "Sequential Manual Transmission" (SMT) offered automated shifting, but lower performance. For the first time, no forced-induction variant was offered, with a 138-hp, 126-lb-ft 1ZZ-FED 1.8-liter all-aluminum inline-four engine being the only one offered. Unfortunately, that small size meant less storage space than either MR2 that had come before it: just under 2.0 cubic feet in total, mostly in two storage boxes behind the seats. Offered only as a full convertible, the MR2 Spyder's overall size wasn't significantly larger than the first MR2s, resulting in lighter weight (2,200 lb) and a return to more modest power levels. Zero-to-60 mph times for Mk2 MR2s were roughly 8.0 seconds for the naturally-aspirated version and 5.8 seconds for the MR2 Turbo.įor the third iteration of the MR2, launched for the 2000 model year, Toyota went back to basics with the MR2 Spyder. Similar to the Mk1 MR2, Turbo models had raised engine lid vents and "Turbo" badging on the rear of the car to distinguish them from the standard model. Naturally-aspirated Mk2 MR2s stuck with a five-speed manual or four-speed automatic, while all Turbo models came with the five-speed manual. Its powertrains increased in power to cope, with the standard car making 130 hp from a 2.2-liter, 16-valve inline-four borrowed from the Camry, while the MR2 Turbo made 200 hp with its 2.0-liter turbocharged 3S-GTE engine, as used in the rally-homologated Celica All-Trac Turbo. The Mk2 MR2 was larger, heavier (ranging from roughly 2,600 to 3,000 lb) and more curvaceous than its predecessor, looking nearly as exotic as Ferrari's then-new 348. in 1990 for the '91 model year, and like many Japanese sports cars of the decade, such as the Toyota Supra and Mazda RX-7, the MR2 moved significantly upscale, becoming more expensive in the process.
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