|
(Enlarge photo)
Like it or hate it? Styling is always subjective. The MR2 Spyder's looks do have a habit of growing on you, though.
(Photo by Brent Romans, Senior Automotive Editor)
|
|
|
|
(Enlarge photo)
We weren't fond of the tan leather interior and black exterior. Electric Green Mica is likely the only color that the leather package would be acceptable on.
(Photo by Brent Romans, Senior Automotive Editor)
|
|
|
|
(Enlarge photo)
Since the MR2 Spyder was a low-production car, Toyota sold just 6,254 of them in 2001.
(Photo by Brent Romans, Senior Automotive Editor)
|
|
|
See All Photos
|
|
|
|
Road Test: Follow-Up Test
|
|
Follow-Up Test: 2002 Toyota MR2 Spyder
Mr. Shift Right?
By
Brent Romans, Senior Automotive Editor
Date posted: 01-28-2002
Imagine if Toyota had an infomercial on its MR2 Spyder. Joe Fowler would be the
host, and it would likely go something like this: "So how much would you pay for
this mid-engine, low-production sports car? Other cars like this can cost $150,000
or more and have massive repair bills! But wait! We'll also throw in a sequential-shifting
manual transmission, leather seats and floor mats! All of this can be yours for
the low low price of just $25,726! Not only that, but be one of the first 20 people
to call and receive a cake mold shaped like the state of Kansas, absolutely free!
Now here are Christie Brinkley and Chuck Norris to talk more about their MR2s!"
Joking aside, it is nice to know that for the price of a family sedan, one can
buy an alluring mid-engine roadster, a layout usually associated with exotics
like the Ferrari 360 Modena and Porsche Boxster. Our last encounter with the MR2
came during our 2000 Roadster
Comparison Test, in which it beat out the Mazda Miata.
For 2002, Toyota is offering an optional five-speed sequential manual transmission,
or SMT. Currently, there are only four other cars sold in the United States to
come with one: the BMW M3 SMG, Ferrari 360 F1, Aston Martin Vanquish and Maserati
Spyder. Since Ferraris, Aston Martins, Maseratis and M3s rarely show up on our
office's doorstep, we were excited about driving the MR2 and experiencing this
new technology.
Similar in concept to the transmissions used in Formula One race cars, a sequentially
shifting manual is a manual transmission without a clutch pedal. It is indeed
a full manual transmission; there is no torque converter. Other sequentially shifting
transmissions you might have heard about, such as the Porsche Tiptronic or BMW
Steptronic systems, are still automatics but with enhanced shifting abilities.
An SMT does have a clutch, but it is operated by electrically controlled hydraulics.
By operating paddles or buttons usually located on or near the steering wheel,
a driver is able to select a desired gear and the transmission does the rest.
The reason that it is called sequential is that the transmission only allows upshifting
or downshifting one gear at a time; a driver cannot go from first to fifth, as
would be possible with a regular manual transmission.
There are three main advantages to an SMT: 1) Since there is no torque converter,
efficiency is higher than an automatic; 2) An SMT can theoretically shift faster
than a human can; 3) Since it is computer-controlled, there is virtually no chance
of driver-induced error. For more information on sequential manual transmissions,
we recommend reading our Innovations
story about this subject.
Operating the MR2 Spyder's SMT is simple after an orientation using the owner's
manual. In place of the regular leather-wrapped shifter, there is a chrome-plated
shifter. Though likely lifted from the Lexus IS 300, we liked how it reminded
us of classic Ferrari gated shifters.
The selector has three gates: R, N and S. R is for reverse, N is for neutral and
S is for sequential mode. To start the car, the gear selector must be in neutral
and the brake pedal must be depressed. After that, the selector can be put in
R or S to get the car moving. Moving the selector into the S position grants access
to the transmission's five forward gears (the ratios are exactly the same as the
regular five-speed manual's).
When the car is placed in S, first gear is automatically selected. A small LED
display near the tachometer indicates gear selection. After this point, the driving
experience is similar to both a regular automatic and manual. Without throttle
input, the car will not creep forward. At this point, the SMT has "pushed in the
clutch pedal" for the driver. It's a good idea to keep a foot on the brake. If
not, the car will roll backwards if it's on a hill! Depressing the throttle makes
the car drive forward as if it had an automatic, but in fact the SMT is engaging
the clutch.
Once you're rolling, pulling the spring-loaded lever toward the rear of the car
will execute one upshift, while pushing it forward causes a downshift. Alternately,
there are four buttons on the horizontal steering wheel spokes that can be used
to shift. Two buttons mounted on front are for downshifts, while two on the backside
are for upshifts. Some of our drivers complained that this arrangement is counterintuitive,
but at least the buttons and the shifter operate similarly. Most of us had to
apply extra concentration our first time out in the SMT, but successive drives
were no problem.
In normal traffic situations, the SMT works surprisingly well. The SMT's shifts
are smooth and consistent. During shifts, the SMT takes control of the throttle
(the throttle is electronically controlled and does not have a cable connection
to the pedal). For upshifts, the SMT reduces throttle to match engine speed to
wheel speed. Downshifts are even more impressive as the SMT raises the
throttle to match wheel speed. A 16-year old practicing for his driver license
could only wish to have shifts like this, and even the Edmunds.com editors who
have mastered the technique of heel-and-toe downshifting were jealous of the SMT's
downshifting prowess. It also worked well on low- to medium-grade inclines, though
certainly one may want to employ the handbrake to help start out on very steep
hills.
The SMT has two main faults, however. One is that there is no "automatic" mode,
meaning that the driver has to shift gears continually just like a regular manual
transmission. The other is that the speed of its shifts isn't adjustable. Shifts
that seem fine around town become agonizingly slow during full-throttle acceleration.
Plant the throttle, rev the car to redline and upshift. The MR2 acts like it has
stopped to take a breather as it automatically shuts the throttle until the shift
is completed.
This attribute hurts maximum acceleration, as does the impossibility to rev the
engine and quickly release the clutch, as one would do with a regular manual.
In our testing, the 138-hp SMT-equipped MR2 Spyder went from 0 to 60 mph in 8.7
seconds and cleared the quarter-mile in 16.5 seconds at 82.7 mph. The regular
five-speed manual car we had in the comparison test was more than a second quicker;
it did 0-to-60 mph in 7.4 seconds and the quarter-mile in 15.6 seconds at 87.2
mph.
From a numbers standpoint, the SMT is a disappointment. But there are advantages.
During spirited driving, a driver no longer has to worry about taking his or her
hands off the steering wheel in order to shift. Though the shifts are sequential
in nature, ripping off two quick downshifts is very easy to do, and the owner's
manual states that the SMT's accumulator stores up sufficient hydraulic pressure
to make three rapid shifts in a row. Certainly the biggest advantage is that the
shifts are idiot-proof. With the SMT, there are no ground gears and no herky-jerky
starts. It will not make a downshift if the shift will over-rev the engine. This
prevents those oh-so-embarrassing "Oops, I downshifted from fifth to second instead
of fourth" moments.
Driving the MR2 Spyder with the SMT is a lot of fun. Thanks to the mid-engine
design (and the subsequent reduction in polar moment of inertia), the car has
sharp reflexes and a race-car feel. The steering is quick and responsive, though
this electrically assisted rack doesn't provide as much road feel as other cars
in this class. The car's Achilles heel is its dearth of storage and luggage space.
The hard-to-access bin behind the seats holds just 1.5 cubic feet of cargo, and
the "trunk" is nearly useless unless the spare tire is removed.
Best then to frequent twisty canyon roads as much as possible. With the top down,
the MR2 is one of the most enjoyable cars you can buy. The SMT adds $780 to the
price tag. We think it's worth the price, assuming you're willing to accept both
its strengths and weaknesses. Some of our editors brought up the issue of reliability.
Certainly the SMT is more complex than the regular manual. Does this mean higher
repair or replacement costs down the road? We can't say, but at least the MR2
comes with a 5-year/60,000-mile powertrain warranty and Toyota's general reputation
for excellent reliability.
If you're still not sold, think of this: If you want a rear-drive mid-engine sports
car with a sequential manual, your only other choice for 2002 is Ferrari. This
is good company to be in, don't you think?
|
|
|
Your Account | Help | Directory
