I would definitely try to find a paddle setup that works like the stock buttons. I see two problems with switching to two paddles where one shifts up and the other down: (1) if you're used to the stock SMT steering wheel, you're in for a big difference (2) the paddles need to stay in one place on the steering column, rather than spin with the wheel or else you'll always be guessing during spirited twisty driving. Two downshift buttons on the front and two upshift buttons on the back. As with most cars, the later model years are the most desirable option.Click to expand.Yes. If you can find a good condition W30 for under $10k, that is a good buy. Naturally-aspirated manual SW20s go for about $12k. It was "the other one", remember?įor comparison, the rare SW20 Turbo averages prices above $20,000 in today's market. A couple of years ago, you could find them a dime a dozen for under $10k. Now, the average price of an MR2 Spyder is $13,929 over the last five years. These numbers lead to the quick death of the MR2, marking the end of U.S. It was unfortunate that it did not sell well. Mazda sold three times as many NB Miatas in the same time.īy the 2005 model year, sales of the Spyder had dwindled below 1,000 units. Here is a big distinction between the two, Toyota made way fewer W30s than you think. The same year NB Mazda Miata sold for $21,280. When new, a 2002 Toyota MR2 Spyder sold for $24,645. It's safe to say there will never be a car designed quite like the Spyder again. With a hit of nostalgia, we dare to say we like it now. The MR2 Spyder is a quirky car in just about all aspects of design. It looks like a weird Porsche Boxster, but it is evident that this is no Porsche. Still one of the largest headlights placed on any production vehicle. The massive frog-eye headlights are a complete departure from the pop-ups found in previous models. The Spyder doesn't look exactly like a typical Toyota. Most people aren't even sure what type of car it is. With a few exterior upgrades, you may find on-lookers confused. Very few cars allow you to take the quarter-panel completely off. Because the Spyder has bolt-on panels across the car, both replacement and modifications are easy. It may not be the most beautiful roadster but has its niche. We will admit that over time, the aesthetic of the Frog has grown on us. Its proportions are very square and you either love or hate it. The AW11 was definitive of 80's boxy styling. As with most mid-engine cars, it has a short hood and longer rear end. Why was the W30 always the odd one? A contentious aspect of the MR2 Spyder was its looks. MR2 aficionados tend to refer to the MR2 line-up like this: the AW11, the SW20, and the other one. Certainly more character than a Miata with the same size and appeal. It is a sensitive chassis that is a joy to connect to. It will be happy to hum around at 70 mph. As far as two-seat sports cars go, the Spyder is very easy to drive. They feel strong thanks to the low weight of the Frog. The brakes are capable of handling sporty drives of any kind. By far, the W30 is the most balanced of all available MR2s. Yet, gone is the snap oversteer tendency made notorious by the previous two models. The Spyder retains the great mid-engine handling character of the previous generations. While the MR2 Spyder's power output is not its strong suit, the chassis is glorious. Yet, because of the W30's impressive low weight, it could still manage a 6.8-second 0-to-60 time. The SW20 Turbo would smoke the W30 in a straight line, almost a second faster in the sprint to 60 mph. You always expect the newest model to be the fastest, but this was not the case with the Frog. As a result, this left a sour taste for many MR2 enthusiasts. The 1ZZ was a better all-around engine than the non-turbo 5S-FE option found in the SW20, but it was the only choice. This was an aggressive decrease from the SW20 Turbo.
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