MR2 Only Magazine - Issue 1

issue1 may2020

NATHANFREKERETURNS TODEFENDHISWORLDS FASTESTMR2TITLE...

AGAIN!

8.71s@ 162mpH

DRAGSLAYER MR2WORLDRECORD

ANMR2LEGACY

MEMORY,LEGACY&TESTAMENT

ATRIBUTETOLUKEBLISS

ial c e p s ion t i d e ck a b e com e! issu

GTRETRORACER

HKS2.2LSTROKER

STANCED2PERFECTION

CLOSEENOUGHRACING

ALoVEFORRESTORING LOSTCAUSES

3LitreV6(1MZFE)

TURBOCHARGED2ZZ-GE

superchargerrestoration

welcome...

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f you are new to MR2 ONLY, from 2006 - 2010 we printed 22 glossy magazine issues, featuring the best modified MR2s as well as events, and motorsport coverage from all around the world. Read and enjoyed by enthusiasts worldwide.

We were never a global publishing empire, we were a family business, and a group of friends, fuelled only by our passion rather than profit. A MAGAZINE

BY MR2 ENTHUSIASTS FOR MR2 ENTHUSIASTS....

Ten years ago we noticed a decline in MR2 interest, as their values slumped and at the same time, family illness and personal circumstances made the publication difficult to sustain. Sadly we made the tough decision to call time on MR2 Only and finish on a high.

By coincidence it was exactly ten years to the day, and after many discussions about the ‘reprint‘ of old and long since sold out issues that lead us down an unusual path, embarking on this incredible come-back journey.

Our original thought process was, lets do a ‘BEST OF’. Compiling our favourite features from ten years ago, and publish it on-line. We then thought it might be good to put a couple of today’s feature MR2s in there, how long would that take? I thought.

So, we put it out there, on our Facebook page which has grown to over 12,200 followers. The response was staggering, I received over 500 prospective feature MR2s. The difficulty was going to be choosing which to feature, and I’d inadvertently created a monster!

So, what we have here, is a magazine of two halves. If you’re reading this now on-line, then you have 112 pages of fresh new features, and then a BONUS SECTION, ‘looking back’ at MR2s and events we featured over ten years ago. Great reading for any enthusiasts that missed out the first time around. I write this before we’ve made the final decision, but if you’re reading this in print, then its 112 pages, but you can read the bonus version online at www.mr2onlymagazine.com

THISISSUEisdedicatedTOmylatefatherCYRILBISHOP &LUKEBLISS,‘GONEBUTNEVERFORGOTTEN’

READINGON-LINE?

NS EKERETUR NATHANFR S HISWORLD TODEFEND TITLE...

R2 FASTESTM AGAIN!

8.71s@ 162mpH DRECORD MR2WORL

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specialthanksto:everyonewhohashelpedandcontributed. ourfeaturedmr2owners,mr2specialistswhohavesponsoredand supportedourcomeback.garyshentonforhelpingwiththeediting. lastlyandmostimportantly,mywifelisa,forputtingupwithmylate nighthourscompilingthisissueofmr2only.KEEPINGMEFUELLEDWITH

We have some awesome MR2s featured, one of my favourites, I was honoured to be contacted by Julian Bliss brother of the late Luke Bliss. A name renowned within MR2 circles. I had the pleasure of meeting Luke one early Sunday morning, when I drove from Midlands to Hemel Hempstead and Luke open up his workshop at Drift Limits especially, so I could collect his Rev 5 combat spoiler I’d purchased from his own MR2. We ended up talking MR2s for well over an hour, and he enthusiastically gave me a tour of the Driftworks workshop showing me future developments. I was honoured to have met Luke, a genuinely nice guy, his passion for MR2s shone through even in during our short meeting.

As a tribute to Luke, his brother Julian and friends completed Luke’s own MR2 build to the exacting specs Luke had planned but never had time to finish. The car is truly amazing and a fitting tribute to ‘a true Gent and MR2 Legend’.

How could we not catch up with old friend Nathan Freke? he’s only gone and done it again! - reclaimed his ‘fastest MR2 in the World’ title with his 800bhp ‘Purple Monster’ tearing up the quarter mile at a staggering 8.71 seconds, crossing the famous Santa Pod gantry at 162mph.

Nathan describes what it feels like to pilot a 900bhp MR2, and details his and the teams developments long road of development of this absolute missile.

As you flick through this magazine, you’ll find buttons to further downloads, and a few great video links to enjoy.

Clicking on the adverts will take you to MR2 Specialists websites.

Hopefully after the lock-down, meets and events will once again be held again, and we can include coverage as well as motorsport.

There’s much more to come, and I’ve a feeling there will be a few more issues yet! - We hope you enjoy reading, as much as we’ve enjoyed putting it together, it feels good to be back!

During this Pandemic COVID-19 lockdown it’s given us some positivity, and something to focus on, and hopefully something for you to look forward to!

STAY SAFE Steve Bishop - Editor

brews,patience,ENCOURAGEMENTANDSUPPORT.allverymuchappreciated.

LIKEOURPAGEFORUPDATES 3

WHAT’SON...WHAT’SIN... memory,legacyandtestament ATributetolukebliss

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2GR-FE3.5l

NATHANFREKERETURNS TODEFENDHISWORLDS FASTESTMR2TITLE...

AGAIN!

GTRETRORACER

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HKS2.2LSTROKER

K-SWAPLOVER

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TURBOCHARGEDHONDAK24a2

DREAMPROJECT

2ZZTURBO

ISSUE 0NE

MAY2020 4

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DRAGS

THELONGWAYHOME

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SUPERCHARGED3.5LV6(2GR-FE)

STANCED2PERFECTION

3LitreV6(1MZFE)

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10yearson

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thehigh’s&low’sofmr2ownershiprobbutcher’sstunningzirconturbo

ALoVEFORRESTORING LOSTCAUSES

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historyrepeatingitself

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mk1supercharger restoration

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blastfromthepast

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wecatchupwithhumphrey thesprintmk1

anmr2story

scottbarton’s374bhprev3

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MR2WORLDRECORD

DOUBLETROUBLE|hers

DOUBLETROUBLe|his

1986AW11MR2Mk1.5|4thGen3SGTE

1987AW11MR2Mk1.5|4thGen3SGTE

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THEGULF 270bhp1zzturbo

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memory,legacy

I

N 2002, at the age of 20, a young man called Luke Bliss decided that a Toyota MR2 was the car that he really wanted. After months of research he settled on a Japanese-import Revision 3 Turbo and the eager wait for it to arrive from Japan started. Unbeknown to him, this car would shape the next 16 years of his life.

His obsession with the car found him a whole new group of friends and fellow enthusiasts. He started doing small jobs on his own car and soon realised that he quite enjoyed it and had a bit of a knack for it. Ultimately his obsession with the car saw Luke follow in his father’s footsteps and he decided to be a mechanic, specialising in MR2’s. This company came to be known as Pacific Works. On a small farm in Hertfordshire, Luke had his very first commercial garage. In the beginning it was so small that until some modifications took place, you couldn’t even fit a car through the doors! Luke immersed himself into learning everything about the car and ended up with a knack for quickly and efficiently diagnosing and fixing problems. This unparalleled knowledge of the MR2 led to Luke becoming one of the most respected people in the scene.

unparalleledknowledge oftheMR2

From these humble beginnings Luke built up an incredibly loyal customer base. People would travel from all over the country and even the Continent to have him work on their car. There ended up being somewhat of a weekly Saturday meet-up at Pacific Works (which wasn’t planned by Luke) but people would just show up to hang out, meet with other enthusiasts and have small problems looked at by Luke. You see, when you took a car to Pacific Works, Luke’s passion shone through. He genuinely cared

ThedayIgotthecarrunningwas fairlyemotionalinmanyrespects.

Fromseeingthisshellofacarandwritten plans,toitfiringupinreallife,leftabit ofalumpinmythroat.

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yandtestament WRITTENBYJuLIANBLISS| PHOTOSBYGarethDawson &JuLIANBLISS

not only about you, but about making your car the best it could possibly be.

LUKE’SPASSIONSHONETHROUGH

After a few years and as the business and its reputation grew, Luke moved workshops to somewhere substantially bigger and hired other people to work for him. Meanwhile, Luke’s Black Revision 3 Turbo took a bit of a back-seat. After some engine problems it sat under a cover in his workshop for years. Customers would joke with him all the time that it would never get completed and he would always reply with some witty comment about how it would be back one day and better than ever. But still, year after year it sat there untouched with an ever thicker layer of dust on it.

Over the years Pacific Works grew from strength to strength. Whilst maintaining the ever expanding MR2 customer base, his passion for other cars started to grow. Eventually he became more involved in

LUKE BLISS

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motorsport, and drifting in particular, and helped found the company Driftlimits. After some time Pacific Works merged with Driftlimits to create the company Driftlimits Performance. With new and much larger and more advanced premises Luke was in his element, catering for everything from regular servicing and diagnostics to engine swaps, custom fabrication and much more.

It was a year or so after settling in that Luke started to think about his own car again.

We had many a long conversation about what this car would look like. He was determined it would be in his eyes anyway, the best MR2 out there. Being like-minded, I completely understood his attention to detail, but to others it was baffling! He was adamant that every single bolt on this car would be new. He sent buckets of bolts to be zinc coated (I have never seen someone get so excited about bolts) and started to accumulate everything he needed.

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BUILDINGTHEBESTMR2OUTTHERE

Soon, discussions turned to what engine would be in the car, and what modifications it would have. It was through getting to know Paul Woods that Luke decided his car would have the Lexus 3.5 litre 2gr-fe engine. This engine is famously used in many Lotus cars. Luke loved the low down torque and the usable, smooth power delivery of this engine and probably liked that it was something a little bit different. Being lighter than a 3S-GTE, Revving to over 7000rpm and with approximately 325bhp and 285 lbs/ft torque on offer in largely standard trim It is a great choice of engine for this car.

Over the next few months, Luke accumulated parts, all with one common denominator. Everything was to either be new or restored to as new condition. New rear lights were ordered from Japan, new brakes, powder-coated suspension arms and mounting brackets, new suspension, body kit parts, the list was enormous. Now, I can say this being Luke’s brother, but in certain areas of life he wasn’t the most organised person.

When it came to his car however, that was a different story.

I’ve never seen a notebook so full of lists, plans, drawings, crazy ideas. He had this car mapped out.

In March 2018, at the age of 35, we lost Luke very suddenly and unexpectedly. The loss of my brother and best friend is completely indescribable.

Over the weeks and months, the amount of texts, calls and messages I got from his friends, colleagues, customers, suppliers etc really showed me just how valued Luke was. I already knew it, but hearing it made me realise the extent of his reputation.

NOSTONEUNTURNED...

First step was to finish stripping the car down. We got the car down to a bare shell and assessed. It was decided to replace both inner and outer sills - after all, this car is one that I will keep forever - and there was to be no stone unturned. After welding took place, I decided to remove all of the factory under-seal and get it back to bare metal. Sometimes there can be rust lurking

Lukewasthemostspecialpersonyoucouldmeetand hehadaprofoundimpactonsomanypeople.I’velearnt ahugeamountbuildingthiscarfromthegroundupandI justhopethathewouldbeproudofit.

MEMORY,LEGACYAND TESTAMENT...It was a couple of months afterwards that I started to think about the car. There was no question in my mind that I had to finish it as a memory, legacy and testament to my amazing brother.

I knew from the endless conversations what he wanted, but for the first time ever, I sat down and read his notebook and tried to understand exactly how he would want it. Being a musician by trade, with a decent but relatively untested mechanical knowledge, I had to learn a lot about

MR2’s and I had to learn it fast.

I was lucky enough to have help from some of Luke’s friends and I want to specially mention Adam Larman for his help on the car.

underneath. I was happy to find that largely the shell was in good condition. It took far longer than expected to get the underside of the car back to bare metal. Some people in the restoration industry would either dip or sandblast a car to remove all paint, rust etc. I decided against this for a few reasons.

Dipping can leave some chemicals in various parts of the frame and over time it will leech out and destroy the paintwork. blasting can be destructive and can warp panels but some forms of blasting (i.e. soda blasting are kinder to the surface). I opted to do things by hand.

Once the underside was completely prepped it was mounted to a rotisserie and sent to the bodyshop for the underside to be primed and engine bay and ‘frunk’ painted. Once I got the car back it was time to apply

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the new under seal. Luke had decided that he wanted to use Bedliner underneath instead of a more traditional type of underseal. Bedliner is a polyurethane coating that is incredibly tough and durable. It is used quite a lot in the USA and many car restorers love the protection and durability.

I opted to have the engine bay and trunk painted in the final colour prior to the rest of the body, so that the engine could go back in and could be worked on without the worry of scratching or marking the new paint. The day finally came to put the engine in, and to my surprise went it very easily. The 2gr-fe fits with no modifications and just requires purchasing of an engine mount.

Over the next months I juggled building the car alongside my own job. I must thank Paul Woods for his patience and help, especially when it came to wiring. A job that I don’t want to do again!. The day I got the car running was fairly emotional in many respects. From seeing this shell of a car and written plans, to it firing up in real life left a bit of a lump in my throat.

Whenitcameto hiscarhowever, thatwasadifferent story.I’veneverseen anotebooksofullof lists,plans,drawings, crazyideas.Hehadthis carmappedout.

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Thedayfinallycame toputtheenginein, andtomysurprise wentitveryeasily.

The2gr-fefitswithno modificationsandjust requirespurchasingofan enginemount.

UNIQUEANDSECRETPURPLE

I knew that Luke wanted the car to be purple, and we sent multiple options to each other. He wanted something a bit like midnight purple, but something that nobody else had.

I found this colour and after agonising over it for a few weeks, made the plunge and went for it. I have had many people ask me what the colour is and whether there is a paint code, but knowing Luke, he would want it to stay unique, so therefore its going to stay a secret!!

IknowIambiasedbutIthinkit’spretty specialandunique.Iwouldliketo thinkitisalastingtestamenttohis unrivalledpassionandongoinglegacy.

In the end, I made the decision to go with an Aeroware front lip, Airwalker Side Skirts (Luke had loved these for years), a Tom’s rear bumper and a pretty rare Do-Luck spoiler. These all went with his black on black set of VS-Work wheels with gold hardware which he had sitting in a corner of his bedroom for a good amount of years!

UNVEILING

The car was unveiled in July at the Luke Bliss Memorial Meet. This is an annual event which is held at Driftlimits in Hertfordshire. Seeing his friends, customers and fellow enthusiasts reaction to the car was quite touching. It wasn’t quite finished at the unveil but I decided I really wanted everyone to be able to see the progress. Many more weeks of work have gone into it since then (and these pictures) and I expect I’ll be fine tuning it for a good while yet!.

As of now, I’m happy to say that it is pretty much complete and ready for the road. Next on the list is to change the exhaust for a dual exit which I think will look better than the current single exit, full custom interior in Alcantara and possibly a big brake kit. At some point in the future I would love to supercharge the engine, but we will see!

Luke was the most special person you could meet and he had a profound impact on so many people. I’ve learnt a huge amount building this car from the ground up and I just hope that he would be proud of it. I know I am biased but I think it’s pretty special and unique. I would like to think it is a lasting testament to his unrivalled passion and ongoing legacy 11

ThenextLukeBlissmemorialmeetis onthe2ndAugust,2020atDriftlimits inHertfordshire,Detailsareonthe dedicatedeventpage.

Engine Toyota 2GR-FE 3.5l engine (325bhp and 285lbs/ft) ‘Gouky’Manifolds/ Cat pipe Frankenstein Motorworks ECU with rev limit raised to 7200 rpm Fujitsubo RM01A exhaust (Soon to be changed) Apexi Air Filter Mishimoto Radiator Radium Fuel pressure regulator with braided lines throughout AEM fuel pump

RunningGear VS Work wheels 17”. Satin black face, gloss black lip, Gold bolts

Body 3sge front bumper (no foglights)

Cusco Front and Rear strut braces.

Aeroware Front Lip

Powder coated Subframe, Arms, Braces, Mounts etc

Air walker Side Skirts

Powder coated adjustable ARB’s

Tom’s rear bumper

New genuine suspension arms, rod ends, etc

Do-Luck rear spoiler

Cusco Adjustable tie rods Full Superpro Polybush kit

Interior

BC racing Coilovers

Recaro Pole Position Seats

Uprated Brake Master Cylinder

Nardi Steering Wheel

New Brake Calipers

TRD Short Shifter with solid shifter bushings

New brake dust shields New Hubs

ICE

Custom Brake lines

Pioneer CarPlay headunit

Full Superpro Polybush Kit

Alpine 4 channel amplifier

Every bolt/mounting bracket Zinc coated

Alpine mono amplifier Alpine S-S65c Component speakers 8” JL subs behind each seat in custom enclosures

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GT Retro John Toh's McLaren F1 GTR Marlboro inspired SW20 Turbo from Malaysia

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nbelievably this SW20, that is nothing short of a work of art is John’s first modified project car. John enthuses “I’ve owned my MR2 for ten years, I’ve always liked JDM cars of the 90’s era, and it’s a handsome thing, from the low nose with its pop-up headlights, to the flying buttresses and concave rear screen. Plus, the midship engine and handling have given me lots of driving pleasure and allowed me to learn driving skills”.

MALAYSIANMR2SCENE

Jon lives in Malaysia, where I note from following owners clubs and groups on social media, there is quite a fan MR2 tuning and styling scene in both Malaysia and Thailand, and this one is no exception.

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Racer

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John describes the MR2 as being petite, modern cars are comparatively massive to their predecessors decades ago, largely down to crash safety regulations and standards. Although short in length, its low slung mid engine layout makes it seem longer than it is, but provides so much driving pleasure.

WIDESTANCE

This is an MR2 with striking presence, and commands attention wherever it goes.

The wide body stance derives from the TRD2000GT, with a customised Rocket Bunny Aero kit, John proudly tell us that he crafted this unique bodywork blend himself to create this GT race car look. The bold Marlboro themed livery was inspired by the 96 Marlboro McLaren F1 GTR which dominated the BPR GT Race series. John’s vision was to create a race car look, and

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Youcan’tcreateanMR2withracecarlooks withouttheperformancetomatch,andhereJohn’s MR2doesnotdissapoint,andisnotallshowwithout go,thisMR2certainlyhastheperformancetomatchthe lookswith350bhphorsepoweratthewheels.

MARLBORO MR2 SW20 - MALAYSIA 3sgte gen3 245

Tial wastegate

Sard 540cc fuel injector

1.0bar boost - 350hp at the wheels

Custom airlift absorber

Toda cam pulley

HKS 2.2L stroker kit

Lexus F430 brake caliper

OS twin plate clutch

87mm oversize forged piston

Custom exhaust manifold

Customised TRD2000 widebody kit

Greddy T518 turbo

Link Atom G4 ECU

ThisisanMR2withstrikingpresence,andsurely commandsattentionwhereveritgoes.Thewidebody stancederivesfromtheTRD2000GT,withacustomised RocketBunnyAerokit.TheboldMarlborothemed liverywasinspiredbythe96MarlboroMcLarenF1GTR.

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I’m sure you’ll agree the MR2 that John has created would not look out of place competing on a race circuit in a race event.

The blend of extended flared wheel arches, canards, splitters, diffusers and spoilers gives this car a mighty stance, yet complements the lines and curves of the SW20 perfectly. The huge rear GT wing mounts to a custom built frame.

The MR2 rides lowered on coil-overs and the arches are filled perfectly with gold 18 inch Work Meisters with polished rims.

racethemedcockpit

Inside the car the race theme continues, track cars in their nature usually are stripped, sparse and

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uncomfortable. it’s hardly surprising that John’s interior is a work of art too, and has the same level of attention to detail as the striking exterior. Bride bucket seats, Momo race wheel, custom race switch panels, and gauges, a nod to JDM MR2s of the 90’s era, many of our JDM imported turbos came with. There’s a gauge to monitor just about everything.

NOTJUSTSHOW,THERE’S PLENTYOFGO

You can’t create an MR2 with race car looks without the performance to match, and here John’s MR2 does not disappoint, and is not all show without go. This MR2 certainly has the performance to match its looks with 350b horsepower at the wheels.

3sgtehks2.2 stroker

Powered by the gen3 3S-GTE with the infamous HKS 2.2 Stroker kit, fully built with forged 87mm oversized pistons, and Toda cams. Forced induction provided by a Greddy T518 Turbo with a custom exhaust manifold, with Tial Wastegate, Fuelling uprated with Sard 540CC fuel injectors.

A Link Atom G4 ECU to keeps everything dialled in and gets the most HPs from that engine setup, and at around 350bhp at the wheels, its certainly entertaining. The engine and tuning work was carried out by Torque Racing.

I asked John what was the most tricky part of this amazing build, and his reply was “trying to source the parts which are not readily available in Malaysia”. Most parts were imported, or custom bespoke parts created by himself.

thanksto

John thanks his wife Avely Chin for her continued encouragement, also being a JDM lover herself owning a Fairlady Z33, helps understand his passion.

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toyonda K F

or the hardcore Toyota purists out there, you might want to skip the next few pages. When we published MR2 Only Mag ten years ago, we featured lots of engine swapped MR2s, but only from within the Toyota stable. Fast forward ten years, and the K-Swap is a thing, power plants sacrificed by our VTEC Brethren. What’s more its a plausible option, stock reliability with endless tuning potential. Power figures of upwards of 800bhp and 1/4 mile sprints into the nine seconds, CRAZY. It’s a swap I’d never really researched much, so when Armando Morales put forward his MR2 for a feature, I was well and truly gripped.

Armandito

HONDACONNECTION

Armando obviously the V-TEC lover, is no stranger to tuning Honda motors, with a car back catalogue comprising; 1991 CRX, 2005 Rsx Type S and Civic HB 95. The CRX underwent a B16A Swap in 2003 that was modified for Nitrous with a quarter mile record of 11.1@125mph on Puerto Rico Racing Track (city of Ponce).

He then swapped out the B16A for a K20Z1 swap and nitrous, first K20 swap on the island. The CRX was retired in 2006. 2007. Having now well and truly caught the NOS bug, Armando applied 100 NOS shot on his 2005 RSX-S with a quarter mile time of 12.7@123mph on a complete stock car.

2015, Armando’s next project was a 1995 Civic HB with a K20/K24 swap, running around 350bhp, built by Armando, Noe Zapata, and Fabian Ramos Lorenzo).

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goalWAS tohit over400hpat lowboost/93 octfuel&big tiresize26”.

GoalREACHED 400hp@14psi& 93fueloctane ONdyno.

K-SWAPl ver

oRacingIII

In 2017 Armando relocated to Tampa, Florida, a few weeks before Hurricane Maria hit the Island of Puerto Rico. Armando sadly recalls “It was a hard decision, I left everything on the island including my Civic, that was completed and ready for Dyno. However, I got a great offer during that time and the Civic was sold.

So I started thinking about my next project in the US and called my Tuner on Puerto Rico (Fabian Ramos) for some ideas and he come with the idea of a build of MR2.

projectMIDSHIP

So, having read up about midship projects and parts, Armando decided to move forward, and his first Toyota ever was purchased. One owner MR2 for the sum of $2400. Armando then got in touch with his friend Eric Hux (Hux Racing) to gather all the swap parts needed, and so the build began.

The swap was carried out by Jorge Ortiz’s at his shop, JoTech Performance.

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k24a2

With the parts ordered, a suitable k24a2 with k20 Type S oil pump and cam gear was sourced from a junk yard. The engine itself remains unopened, and read on and you’ll agree its testament to the strength of these engines, Toyota’s 3SGTE begins to get a bit fragile on stock internals north of 320bhp when the boost is wound up.

Biggest difficulty with a K-Swap MR2 Armando explains is the fuel pump. “Fuel pump needs to be upgraded as well as all wiring to the fuel pump in a separate circuit relay. In my case, I heard what happened to others, I needed to take down the fuel cell twice. Any owner of an MR2 knows how difficult it is to replace a fuel pump!”

Power to the wheels is provided by an 02 Type S tranny with MFactory LSD, Drive Shaft Shop (DSS) MR2 specific Axles for K-swap, Hux Racing Solid Mounts, Harness, throttle cable and clutch line.

BOOSTED

Boost comes from 62/62 BB Precision Turbo with Custom Manifold, Pipes and downpipe built by Gato Performance, an RBC intake manifold, fuelling taken control of by 450 Walbro fuel pump, 1050X Dynamic injectors, with everything controlled by Hondata Version 4 ECU with boost control.

For handling, Armando chose BC Racing coilover suspension, and to keep an eye on everything in the cockpit there’s an AEM digital dash.

We asked Armando what power goals he had in mind when he set off on this project? “we had a goal to hit over 400hp at low boost/93 oct fuel/and big tire size 26”. Goal was completed 400hp@14psi and 93 fuel octane and 26” tire size at dyno. That was completed and thanks to the great tuner CMB-Tuning (Manuel Aponte - “Colombia”).”

All of Admando’s past and present cars and projects are renown on the West Coast and Centre of the Island under the name Team Armandito Racing Team, and having said that this car is officially the number three. Armandito Racing III. Armando concludes “I am a K-swap lover. It is one of the most perfect daily driving engines ever built in 4 cylinder form. Mine is still complete and unopened.

Driving this MR2 is a great experience, you feel the power, it always runs as expected, and in every car show or meet it attracts much attention and is one of the favourite cars of the public. This makes me and my son so proud of our car/project. I love to enjoy every weekend with my son or wife.

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Thanksto Infamousfoto and Laidout Media for great photos of the car

Driving this MR2isagreat experience,you feelthepower, italwaysruns asexpected, andineverycar showormeetit attractsmuch attentionand isoneofthe favourite carsofthe public

Armando Morales

K-SWAP MR2 K24a2 Engine

62/62 BB Precision Turbo 02 type s tranny with MFactory LSD RBC intake manifold 1050X Injector Dynamic 450 Walbro Fuel Pump

WATCHVIDEO

Custom Manifold, Pipes & downpipe built by Gato Performance Frozen Boost Kit for Intercooler (Air to Water System) BC Racing Suspension Drive Shaft Shop (DSS) Axles for K-swap on MR2 specific application.

Hux Racing Solid Mounts, Harness, throttle cable and clutch line.

Hybrid Racing Shifter and Cables.

ECU Hondata Version 4 and Boost Control Aem Digital Dash S2000 Interior Seats Jeg Racing Wheels and Mickey Thompson Tires.

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DREAMP I

T’S been said so many times that the 2ZZ engine should have been placed in the ZZW30 to begin with by Toyota.

Hindsight is indeed a wonderful thing. Add forced induction, and you have the DREAM PROJECT

OvertoJason...

At the time I lived in Seattle, WA. I had a Corolla XRS 2005, similar to my MR-S. Now it had a 2ZZ-GE engine from the factory, a rarity which I believe only 5,000 of them existed in the US. I always saw the MR-S as a fun ‘dream’ project to swap a 2ZZ into it. In my eyes at that time it was a budget Lotus, and as many have said should have been the engine to be placed in the MR-S to begin with. I decided to trade in my Corolla XRS for an FJ Cruiser - the opposite side of the spectrum of the high-revving 2ZZ. Soon afterwards, I was itching for a fun car and the MR-S came into mind again.

28

In 2014 I decided to purchase one and was very fortunate to find a 2005 model, the last year. Thinking this has a 1ZZ engine, it’ll save me gas and be my daily “beater” a part from the FJ Cruiser, and hopefully cover the itching in “spirited driving” I missed from my XRS. I have never been so wrong thinking it would be my daily beater.

Driving the car home for the first time right off the dealership lot had me taken aback. I always wanted an MR2 - didn’t matter which gen. The sound of the engine in the rear, the quick response handling had me excited.

PROJECT

WRITTENBYJasonBonoan PHOTOGRAPHY|AlainBucio HIGHREVVING2zz

Instagram-midship_2zzgte

I joined a local Toyota group in Washington called Toyota Syndicate Northwest, which we did cruises to places like Mt. Rainier and Snoqualmie. An awesome Toyota community, which unfortunately got me itching to drop in a 2ZZ into my MR-S. This was to become my first ‘major’ modification to the car. The 1ZZ was a great engine, had the low end torque the 2ZZ doesn’t provide, but love the lift engagement and the screaming 2ZZ at higher RPM.

29

Nightanddaydifferencecomparedtowhen itwasNA,especiallyatthiselevation.When Ifirsthitboostfullon,thetailendwantedto letgo,especiallyonturns In 2016 I had to relocate for a new job, moving to Colorado. As you can imagine, an NA 2ZZ-GE engine at 5k to 7k ft wasn’t as exciting as it was at sea level in Seattle. I wanted to further modify the performance and decided to see if I should further invest into NA or maybe even go into forced induction. At the dyno my car base-lined at 130whp compared to the 190whp I had previously. If I decided to do further modifications and get more “bang for my buck” it had to be forced induction especially at this elevation. My goal was set to be around 300whp, seeing that car only ways about 2200lbs it doesn’t take much for the car to get moving.

MonkeywrenchRacing (MWR)theexpertsonthe2ZZ engine I decided to settle on a build from Monkeywrench Racing (MWR) the experts on the 2ZZ engine, and also set records and pioneered the way for performance The 2ZZ should have been the original engine from the get go NA. During my experience when it was NA the rush and sound of the 6000rpm, with lift engagement to

30

8250rpm was the great, especially when shifting from gear to gear making sure it stays within the power band. After having my heart break dyno in Colorado at only 130whp, I wanted to choose a small turbo that spools up quick and have it engage into lift as soon as possible, helping not only in elevation, but meet the goal of 300whp. I met that goal and more by hitting 325whp at a conservative 15psi. If at sea level I’m assuming it would be much near the 400whp mark.

There was A LOT of difficulties/big rocks with this project...

I can’t even list them all involving parts, pieces not installed or missing etc.. But I guess I can say the difficult part of this build were finding the right people to work with me on my goals. There are a lot of individuals that just “don’t care” about your ride. Even though I would take care of job myself, there are a lot of items that I couldn’t do or I had to learn more of, so I can be aware if the job was done the right way eg. making sure the Haltech ECU was tuned right. The tuner I was working with didn’t dial in lift and the cams correctly and each dyno run I had I basically had no lift engagement and was reluctant on to fixing the issue. However, Rick Nelson, from Haltech, was able to remote tune my car from multiple logs and dial in where the ECU needed to be.

The engine was sourced from MonkeyWrench Racing, which Matt Price had helped with. Nick Bianco, a Mk2 owner and enthusiast at Nixspeed Racing, is an awesome Toyota expert and was able to help provide what I needed to get my car going where it needed to. If it weren’t for him, I probably would have given up on the MR-S some time ago.

NIGHTANDDAYDIFFERENCE...

Night and day difference compared to when it was NA, especially at this elevation. When I first hit boost full on the tail end wanted to let go, especially on turns, hence me getting wider tires in the rear with the TE’s. Lift at the moment is right below 6k making the transition smooth, but you can definitely still hear the change in tone of

engine and it screaming up to 8250. I can go higher on rpm redline with the upgraded valve train, but I decided to just keep it at 8250 to be safe. Boost kicks in around 4k and delivers it well into lift and more. The combination of light weight and power is awesome.

FuturePlans

I plan to work with Nick on a custom air-to-water setup.

Currently my system is air-to-air. I am tempted to upgrade the transmission to a E153 if I ever want to go above the 400whp mark and upgrade my turbo. But right now I am content where I am in terms of power. Appearance wise, I’m trying to keep it “simple yet noticeable” and not over do it..

Sorightnowitstaysasis

31

JASON Bonoan

2ZZ TURBO

engine&transmission Mahle pistons Stage 2 Piper Cams Oil Cooler MWR billet fuel rail MWR valve train TODA Racing Oil Pump - an upgrade that fixes the stock oil pump in previous 2ZZ Moroso Baffled Oil Pan - a great upgrade Garrett GT2680RS Turbo ARP bolts in bottom end C60 6-speed transmission with TRD LSD, and TRD quickshifter Haltech 1500 Elite ECU - awesome awesome ECU, majority of 2ZZ guys now do Apexi, I highly recommend going Haltech route now since it’s a modern ECU.

Suspension KW variant 3 coil overs TRD front and rear brace

Wheels TE37 Sonics staggered 15x7 offset 35 16x8 offset 25

Tires Toyo Proxes R88R 205/50/R15 225/45/R16

Body OEM Hardtop Genuine TRD “stage 1” front, side, and rear lip with spoiler

32

The1ZZwasagreate lowendtorquethe provide,butlovetheli andthescreaming2ZZ

engine,hadthe e2ZZdoesn’t liftengagement ZathigherRPM.

33

MR2|READERSRIDES

SPENCErTAM My MR Spider is a 1995 Rev 3 model and one of 88 road going units made by TRD. It is basically stock with the Recaro SR7 replaced. Very soft chassis, but looks matter in this beauty.

This is my 91 SW20. I bought it 9 years ago in pretty rough shape. Being a Minnesota car there was a good amount of rust. The previous owner somehow managed to only have one bolt holding the engine and trans together, so when I shifted they would literally split and you could see sparks coming from underneath.

Frankie Mahachay

I spent most my time getting it to just run well. It is still NA but will be getting a 3S swap in the future. Few upgrades to the interior, Grip Royal steering wheel, Evo 8 Recaro seats, double din radio and some LEDs on the rear windshield. It sits on custom Koni coil-overs, Tom’s side skirts, a Greddy front lip and Motegi 17” wheels.

For the most part this car has been good to me. I’ve had a blast learning how it drives. The community is great and I enjoy showcasing a very under rated chassis.

We manufacture custom Polyurethane, Delrim and aluminium mounts for variousvehiclesinvariousshoreratingsandcolours.

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MyMR2life&thetwogirlsIown Hello and Greetz from Nijmegen int the Netherlands my name is Edward te Wierik I’ve been an MR2 driver since 1997 (AW11) and one of the five present board members of the official Dutch Toyota MR2 club Netherlands that exists since 1992. I have been a member for almost 25 years, so the MR2 DNA is in my heart and soul. It’s like a virus but a very good one.

I love the brand Toyota and especially the MR2 model. It’s just the way they look, drive and feel. Also the community worldwide is very special. The Dutch MR2 club has worldwide members and also a special English magazine.

We have 250 members in the club and that number is still growing every year worldwide. That’s unique when you think the last MR2 that came off the assembly line 15 years ago. To find more information you can take a look at: www.mr2.nl or email me personal at; edward@mr2.nl Now let’s talk about my two lovely cars; I have a Steel Mist Grey Gen III 3S-GTE Moonroof SW20. The car has been fully rebuilt from the ground up in 2010/2011 by the Dutch MR2 specialist www.autobedrijfhermans.nl with lots of new OEM parts. The goal was to make an almost brandnew SW20 Turbo that can last another 15 years at least. The car is only driven in times of the year when the weather is good. She sleeps in the garage at night. The SW20 body is from 1991 USA Texas and SMG is the OEM colour (187). We did a full make over to make it look like a 1996 SW20 Turbo. It has all the stuff that should be on the 1996 car. It also has some tuning items like Greddy IC, TRD strutbars, TTE SW20 Wheels, Apexi intake, Mongoose RVS exhaust, downpipe, Spalfans, Gauges, etc. It drives like a hurricane and I am really proud of it.

Since I owned an AW11 Mk1a before my SW20 affair, I still had love feelings through the years for the AW11. Last year I couldn’t resist it anymore and after a green sign from the wife it was a go. She is also almost 25 years a member of

EdwardteWierik the MR2 club and knows what it is to drive a AW11. So we bought a 1986 Two-Tone 4A-GE Mk1a OEM bone stock with moonroof. The car had spent all of its life by the first family and had to find a good new owner. Well it did I can tell you.

My goal with this car was to leave it OEM bone stock but in a good condition.

As original as possible. Again, my friend from the MR2 specialist garage (Willie Hermans) and I worked together. He is a great lover of the AW11 and we began to make this car great again and perfectly reliable. I was lucky enough that my friend has a lot of spare parts for the AW11. New as well as nice used ones, so the job could begin.

The engine had some bad past repairs, so the engine got rebuilt fully stock OEM. The paint has been very good through the years. Only some little rust we had to take care of, but that was not much. The car is ready and runs great and looks really good. Nothing can beat the sound of the T-VIS at 4.350 Rpm opening with the OEM exhaust system. It’s not the feeling like the powerband of the Turbo SW20, but the experience and the sound is so nice. I love both cars and I must say that the AW11 is a real attraction. People that take pictures while driving, thumbs up and all kinds of other responses. Lots more than while driving with the SW20. It is really being appreciated more and more.

I hope to meet some readers of MR2 only magazine in real life on international meetings. Of course when everything in the world has turned, so meetings are possible again. Let hope so, and stay safe you all!

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MR2|READERSRIDES I own all three cars pictured. I started in 2008 with an 85, then got into an sw20 in 2010. Swapped that chassis to the current grey car with the splitter, and swapped to a JDM 92.5 3sgte. I made a ton of friends along the years, met many new people and fixed up some cars for them.

The black 1986 belonged to one of my found friends. Tragically, Brian Przybyl (1972-2018) passed away of a brain tumor last year before I could help him get his 86 sunroof car running again. His family let me buy the car for a song, with the promise of fixing it and treating his pride and joy well. I repaired the car last May and surprised his family for his memorial mass. (He owned a nursery, and everyone felt a service for him should be held in a time of year that better suited him). After that mass I made the decision to bring all three cars to the 2019 Bear Mountain Meet (with his business and obligations, he never seemed to be able to go), and decided to honour him by collecting from both mine and his friends and family to present to the group, to be added to the meet’s donations.

With the outpouring of support, we contributed an extra $1,000 to donate, and organizers deemed it enough to warrant a separate contribution, in his name to the American Brain Tumor Association. By far, my favorite picture of my cars yet, is Brian’s car, taking center down the highway, flanked and protected in a memorial formation.

Darren Lenhardt

The pearl white car is an original 91 turbo t-top car, the former owner parted out it’s almost 700whp e85 build due to a family matter, and I snagged the shell before it was destroyed. I added a 5th gen 3SGTE, TCS and Wiregap provided most of the swap parts and ecu/ wiring modifications, and I sourced a Quaife lsd e153, TRD springs and Konis, Berk dual, gas tank, radiator, interior and many other odds and ends from other sellers and my own parts hoard.

The grey track based car is a 91 n/a t-top car, with a 92.5 JDM 3SGTE, 93+ vlsd e153, running gen3 ecu, wiring harness, 540 injectors, Campos

modded CT20b, smic, Fujitsubo single exhaust, Berk dp, ACT 6 puck clutch, ATS cam gears, AEM boost controller and wideband, TRD white circuit coil-overs (9.5k/12k) with Alex Wilhelm top mounts, Whiteline front sway bar, 93+ brakes, real rev5 spoiler with homemade risers, homemade splitter, real rev5 side marker deletes and corner indicators, 94+ tails, 93 bumper and lip, Luke_L led hvac, and too many other parts and modifications to list.

toincludeyourmr2in readersridespleaseemail steve@mr2onlymagazine.com

W

the LONG

e first met ‘MR2 Fanatic’ Russ Turnbull back in December 2009, when his then girlfriend surprised him with a short story we ran on his epic 1388 mile trip from San Diego to Vancouver to take ownership of the MR2 you see featured here.

YOU CAN READ THE ORIGINAL STORY BY CLICKING THE LINK.

Oneofthethings that’sreallygreat aboutthe2GRisthatthereis alwayspowerregardlessofRPM. Youhaveanenginethatiscapableof verylowspeed,quietlywanderingaround townandascreamerontheracetrack.

38

G WAY HOME WRITTENBYOWNERRUSSTURNBULL &stevebishop READERS RIDES

RUSS

Turnbull has to be one of the most fanatical MR2 enthusiasts we’ve come across, having travelled 1388 miles to purchase his latest MR2. We got to hear about Russ’s amazing road trip story with a difference when his girlfriend Carmen contacted us to order a surprise birthday magazine subscription.

Russ was no stranger to MR2s, this being his 3rd, following two AW11’s. This stunning example began life as a 94 tin top N/A automatic, but no sooner than Russ got his MR2 home on the driveway changes were planned. It was always his intention to go 2GR V6, the 3.5l power plant more commonly found in the Toyota Rav4.

Russ previously owned an 87 white t-top which was pretty trashed when he got it, which lasted a couple of years before selling it to pay his last semesters tuition at BCIT (School). Later came along an ‘85 silver MR2 in much better condition, which Russ did quite a lot with before that too started to suffer from the tin worm. In girlfriend Carmen’s words “he is MR2 crazy, he can’t get enough MR2’s!!!” and before long Russ found MR2 number 3 amongst the on-line classifieds, the seller emailed photos of the car convincing Russ that it would be worth the 1388 mile trip to take ownership of the car.

For such a road trip a second driver was needed, so Russ’s father Graham came over from Vancouver Island, Canada, they then drove to Seattle before flying to San Diego, California, USA to get the car.

The MR2 is the stunning white ‘94 tin-top N/A automatic pictured below, Russ’s memorable road trip home enjoyed cruising around San Diego along the coast looking out to the water, briefly stopping at Golden Gate Bridge for some foggy photos. Fuelled by Granola Bars and Pop, Russ and his father clocked up the miles in a homeward

The longest drive home San Diego to Vancouver direction, stopping at cheap motels along the way, at times Russ having a little too much fun driving, and being told to slow down by dad. The route home was not necessarily the quickest directest route, but took in some nice twisty driving roads which the MR2 surefootedly lapped up with ease.

Of course importing any vehicle from the USA to Canada involves a lot of paperwork and hassle at the border, it took 3 painstakingly business days before Russ was allowed to take the car across the border, and then get it inspected. A lot of Russ’s friends also helped him along the way by driving him around, letting him store the MR2 at their house and helping him when it failed its inspection (it passed the 2nd time having failed for minor things like a burned out light and missing battery tie down).

Vodka (not recommended) which isn’t available in Canada. It’s really gross! I mean, bacon flavoured Vodka! And there was only a large size bottle, so it’s still pretty full. Russ tries to feed it to all of his friends when they come over to his place, usually by not telling them what it is first!” Carmen tells us amusingly.

With the car back home on the drive way, Russ has already began gathering parts, in fact parts are arriving in the mail box all of the time and are scattered around the house. To name a few, a 5 speed manual transmission, a set of rare TOM’S C7R wheels which are currently orange but will get polished and refurbed in the summer. Future plans are to transplant a Toyota 3.5 V6 engine, found in the later Toyota Rav4 and Camrys.

Russ is very thankful to his dad, Graham, for helping drive and pay for part of the trip, and his friends Martin, Randy, Duncan and Eric who all helped in some way in getting Russ’s MR2 home to Canada.

Russ is also an active member in the local MR2 club - http://www.BCMR2.com and has many more friends there who often help each other with everything.

The hardest part for Russ now is waiting for summer, as he has put his shiny new pride and joy in storage for the winter!

Written by Carmen Cohoe and Steve Bishop

As well as a trip of many memories the only souvenir Russ picked up was a bottle of “Bakon

Back then, the 2GR swap was relatively new to the MR2 community, the engine was running in 2011 following a manual swap in 2010. The car has covered 75,000 miles, with well over 60,000 on the 2GR engine.

transformation

It’s plain to see Russ’s MR2 has undergone quite a transformation over the years since we last featured it in MR2 Only. Russ proudly adds “I’ve done just about all the wrenching on it myself, but the car wouldn’t be half of what it is without the help, support and camaraderie of the members of our local BCMR2 owners group, and of course, my loving, supportive and tolerant wife.”

35

mr2onlyiss19sec2.indd 13

16/12/2009 22:14:07

CLICK TO READ V6-MINDBLOWING DIFFERENCE

Russ recalls his first thoughts after the initial swap “The first drive was incredible, the power and instant response was really mind blowing coming from the anaemic 5SFE engine that was in there before. It was also a real joy to get some vindication for all the work that went into it, very satisfying, and I think that anyone who’s hobby is working on cars has a feeling of pride when a repair or modification actually works as intended. One of the things that’s really great about the 2GR is that there is always power regardless of RPM. You have an engine that is capable of very low speed, quietly wandering around town and a screamer on the race track.”

39

ALONGCAMEA SUPERCHARGER

So, how you could better a midship with all the low down torque and grunt of a 3.5 V6... oh yes, a SUPERCHARGER!

STRUCKLUCKY

In theory, finding such a supercharger was never going to be easy, as the Lotus variant was only built in relatively small numbers.

However just by chance during a late night trawl of the classifieds of the usual forums, Russ happened upon a guy on Lotus Talk selling his supercharger from his S3 Exige to update to a larger one. It came at a low price, Russ muses “I thought that even if I can’t use it, I can surely make a buck, or at the very least break even. I say that I was “just the victim of a good deal”.

40

Well, the supercharger was a good deal, but there was a LOT of work involved in making the whole thing work with the 2GR. A lower manifold needed to be sourced, but Russ lucked out there as a friend on USA East Coast had a spare, then to take care of the fuelling larger injectors were needed, new MAP sensor, fuel pressure sensor, etc, and then something to control everything.

NEWWIREHARNESS&TUCK

So, more spend on a LINK ECU, and at this point, because the ECU is a generic, a wire in solution. Russ ended up

making almost an entirely new engine harness, and of course at this point ever the perfectionist Russ figured he’d make it nice and pretty and tuck it away as best he could. (yet another rabbit hole).

So, after finally getting everything plumbed and wired, Russ’s biggest hurdle, was figuring out how the ECU worked and do a whole bunch of set up assigning functions to each wire and telling the ECU what is plugged in and where. “All in all, it wasn’t that bad, but it’s one of those things where the unknown is a little scary and daunting, but once you start working through it, its not as scary as it first seems” Russ explains.

Fortunately the LINK software has an excellent help guide and a forum that’s actually staffed by employees that are there to help out with very specific questions, and that was a huge benefit to getting things sorted out before taking the car to the dyno for a proper tune.

Russ explains “I’m again quite lucky to have a garage named Independent Speed Shop, and the owner is a very well regarded tuner and he managed to get 330hp/270lbft out of it with about a half day of tuning. Unfortunately for

attending thisevent isusuallya3000 milesroundtrip, butthere’salways afewdetours toenjoysomeof California’sfinest canyonroads 41

me, I took the car right away and proceeded to head down to Long beach, California straight from the dyno, so I know there’s some more fine tuning that can be done.”

The car left there running very well and it’s been a huge blast to drive and hear the whine of the blower while ripping up the tachometer. There are only a few minor negatives. I can no longer run regular gas and now always use premium. That used to be a fun jab when cruising with Turbo owners and that the car doesn’t rev as quickly as it did before, which takes away from some of it’s playful nature, but I can’t complain, I’ll take the extra power. It could be me, but the gas mileage is worse than before, big surprise, right? Again, that could be me.....

Russ shows off his car at local coffee meets, the annual ‘2 the Beach meet in Ocean Shores, Washington and the Toyotafest car show in Long Beach, California, where it’s been shown for 7 years in a row. No stranger to a long road trip, attending this event is usually a 3000 miles round trip, but there’s always a few detours to enjoy some of California’s finest canyon roads, and with a supercharged V6 howling behind you, why wouldn’t you?

Russadds“It’sbeenatonof funtoownandplaywith overtheyears,andIcan onlyanticipatemoregood timesahead.”

Engine 2009 Toyota Rav4 3.5L V6 (2GR-FE) S3 Lotus Exige V6 TVS-1320 Supercharger Link G4+ Fury Standalone ECU Frankenstein Motorworks 2GR Engine Mount kit Frankenstein Motorworks Headers MR220v Engine Harness - Rewired & tucked OEM Toyota Supra Twin Turbo Fuel Pump Aeromotive Adjustable Fuel Pressure Regulator TCS Motorsports 3” Exhaust (Greddy SP Replica) Custom (The Speed Syndicate) Y-Pipe PWR Aluminium Radiator Summit Racing Coolant Overflow tank

Drive-train

Quaife Limited Slip Differential

Wilhelm Race Works Geometry Correction Kit

Fidanza Lightweight Flywheel

Front Outer Tie Rod ends

Southbend Stage 2 – Endurance Clutch kit

Tie Rod End Spacers

Custom Machined Clutch Clevis

Roll Center Adjusters

RacerX Shifter Box

Rear Tie Rods

RacerX Shifter Cable Bushing Spacers

Rear Tie Rod Drop Links

Cam’s Auto Shifter Base Bushings

TRD Front Sway Bar

Frankenstein MW Spherical Bearing Shift Cable

OEM 18mm Rear Sway Bar

Bushings

Prothane (Urethane) Suspension Bushings

Speed Source Polyurethane Engine Mount Inserts

OEM Power Steering Conversion

Chico Race Works (Stage 2) HD Axle Kit

VMAX Quick Ratio Steering Pinion

Stage 8 Locking fasteners (for CV joints)

Suspension& Steering

’96 JDM Toyota MR2 E153 – Rebuilt

Koni (Yellow) Adjustable Shocks

’99 Camry Solara 3.933 Final Drive Ratio

TRD Springs

42

RUSS TURNBULL

Wheels&Tires Work Meister S1 F: 17x8.0 +25 (+40mm-15mm spacer to clear brakes) R: 17x9.0 +34 (+42mm-8mm spacer to clear

SUPERCHARGED3.5LV6(2GR-FE) brakes)

Revision6 Quad Low-Rise headlight kit

’05 Toyota Celica Steering wheel

F: Nexen N Fera Sur4g – 215/45R17

JDM Clear Front Signal Lenses

Redline Accessories Steering Wheel Wrap

R: Nexen N Fera Sur4g – 245/40R17

Wolfie308 Custom Clear Toblerone Side Markers

Redline Accessories Shift Boot

Shine Auto Spec-A Front Lip (Aeroware Replica)

Redline Accessories Parking Brake Boot

Brakes

Shine Auto Spec-G Side Skirts (Greddy Replica)

JDM Aluminium Side Sills

’93 MR2 Turbo Master Cylinder

Bomex Rear Add-ons

Recaro SRD Bucket Seats

’93 MR2 Turbo Brake Booster

‘98 MR2 Rear Wing (Replica)

Bride Super Low Seat Rails

Wilhelm Race Works Lightweight Big Brake Kit

Hux Racing Tucked Engine Lid Support

Safety Restore Colored Seat Belts

Wilwood Forged Superlite Brake Calipers - F&R

Hux Racing Trunk Support

DEI 535t Window module (Auto Up & Down)

Technafit Stainless Steel Brake Lines Wilwood Rotors (310mm) Wilwood BP-10 Pads (Street) Carbotech XP8 Pads (Track days) ATE Super Blue Brake Fluid

Exterior De-badged Front Bumper & Trunk Lid

Interior

Stereo

SuperKlasse weighted ’98 Shift Knob

Alpine ILX-W650 Receiver

MR2 Heaven Halo Shift Surround

JL Audio TR650-CSi 6-3/4” Component Speakers

TRD (Replica) Short Shifter Lever

Alpine 5-1/4 Components

RSE Drop Plate

Focal 27v1 11” Subwoofer

Twos’r’us Replica MR2 Floor Mats

MTX Thunder TA 251D Amplifier

Autovation MR2 Pedal Covers

Back-Up Camera

43

JPFTOYOTA SPECIALIST TOYOTASPECIALISTMR2|CELICAGT4

AllyourMR2/GT4needscateredfor,frombasic servicingtoengineconversions,Faultfindingetc.

AlongsidemewillbemygoodfriendLouBrooks, whoiamsureyouallknowforrunningBRD. Bodyrepairssuchassillsetc, Enginerebuilds.forgedenginerebuilds, turborebuildsallavailable. based,inDroitwhich(justoutsideKidderminster) Worcestershire.WR90PT. Pleasecalloremailforanquote/appointment.

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stanced2p written: PatrickLangenkamp @patje.official PHOTOS: M.T.photography

@m.t.photography

@clicksbykyra

Clicksbykyra

Introduceyourselfandtell USsomethingaboutyour background,interestSandwhat youdo?

MY name is Patrick Langenkamp, I am 32 years old and live in the Netherlands in a small town called ‘s-Heerenberg (Good luck saying it out loud!). I work as a process operator and maintain machines which produce concrete plates for construction work. I have a three-year-old son and I am the owner of this TRD2000GT Widebody MR2 SW20.

Couldyougiveusastoryofthe car?howandwheredidyoufindit andwhythisone?

I’ve driven a Toyota MR2 now for a little over 11 years, and this is my third MR2. Before this MR2, I had a black SW20 for like almost six (maybe seven) years. It was an NA but also my daily driver. I loved that one. Really did everything with the car. Good times. But in 2017 she had delivered, and it was time to replace her because she was tired. Low on power, leaking problems, rust etc. etc.

Via Facebook I found out about Frank Schmidt in Germany where I found this MR2. And believe it or not... the car was stock with hideous wheels and the paint was faded to pink and had stickers on the side. It was awful. But after looking into my financial stuff I could afford this one, also a few other turbo models but they were all T-Tops and I wanted a Hardtop (Tintop). There were only two hardtops there, the one we talk about right now and a white TRD2000GT Widebody. I couldn’t afford the widebody so I went with the pink (Classic Red) MR2.

Obviously,thecarhassome modificationsanditdoesnotlook pinkanymore,telluswhatyoudid withthecar?

Let me start of with the moment the deal was done. We made a deal on the car. He had my black MR2 and I gave him all the extra body parts and other stuff I had from my MR2. But I had some parts on my black SW20 I wanted to swap onto the new MR2. We agreed on that, and a price, and the deal was done.

With my family estate loaded with parts, and the MR2 itself, we went that day (it was a Saturday morning) to Frank’s shop (SchmidtSport Automobile GmbH). On the way, still in my hometown, I had a (believe it or not) a flat tire.

So I had to fix that first, before continuing the trip. That was all fixed and we went again. Somewhere in Germany near Frank, something happened to the exhaust, it made a hell of a noise. I was like, come on baby you can do this, one last drive and then you can rest. It was like the car knew, this was it. (still would love to know where it ended up, just hoping it’s not somewhere in a shredder). Well, finally we got there around 12 o’ clock (ish) in the morning and we started to swap parts and make the transition of the new MR2 done. We started with swapping my

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coil-overs (had to change springs first to a higher spring rate) and the wheels. Then swapped my tail lights and front lights.

And that was pretty much it. And then we set off towards home with the new MR2.

Yougotthecarhome,whatwas thefirstmodificationyoudid,or partsyouordered?

The first thing I did, next day, Sunday morning, I removed all the stickers that were on the paint and on all the windows. After that, I gave the car a good wash with Mequiars. I don’t use that any more, only on my daily now. The MR2 gets stuff from Chemical Guys. After that, I went inside and started shopping on the internet for wheels. I had these replica TE37 wheels from Japan Racing (JR3 model) I didn’t like them so much. I sold the wheels pretty quick and ordered the wheels you are looking at right now.

Butthoseareprettywideright, didtheyfitbackthen?

No, but eventually they did [lol],

I had to modify some parts of the car to make it fit of course.

I ordered the wheels through Facebook from Import Image Racing. The owner is Josh Nahm. He hooked me up with the wheels I wanted. Not the right colour unfortunately, but I liked them when I got them home. The wheels are Cosmis Racing Wheels XT-206R. They came as full gold. Ordered Lug nuts (titanium) from Lugs4Nuts.nl and started test fitting the wheels to the car.

Well……. They poked out quite a bit, around 40mm front and 50mm rear. Of course I thought, what the hell was I thinking

perfection

that these wheels would fit. After all they are 17x9 offset +5 and 18x11 offset +8. But after lots of conversations with a few guys from America that have a MR2 in the style I like (Johne Santos, Gerard, Chanty Ngong, Sergey Anison and Armand Pranadi) I kinda already knew what I had to do to fix and sort the wheel poke. In the Netherlands, it is allowed that the wheels may poke out 30mm out of the wheel well. They measure it from the top of the wheel and the fender. So camber adjustment would do the trick a lot of course. Front is on -4,3 and Rear -3,5. Front Camber plates and all four knuckles had camber bolts. I had to fit a 10mm spacer on the front because the spokes of the wheel hit the brake caliper. Also I wanted the car to sit as low as possible (I like stanced cars with a great fitment).

Remember I told you that I had to change the springs when me and Frank swapped the coil-overs? Well on the black car I drove with 5K150MM front springs and 7K200MM rear springs on the coil-overs. I filled them up with bump-stops, that way the car wouldn’t go down so much so that it hit the wheels with the fender when the springs compressed. But, this was so not comfortable to drive, was like driving on steel pipes as coil-overs. So, I ordered pretty hard springs. Its on 22K120 front springs now and 22K200 springs rear. This swap made a hell of a difference in comfort. Still bouncy but you can notice the difference.

So the car is lowered now to what I like, but still a bit too much wheel poke. But this was like 15mm or so. I grabbed my fender roller and started to roll the fenders (all four of them) until the wheels fitted like I wanted them to. Here comes the crazy part, I took out all the plastic inside the wheel well and fitted the rims with (don’t choke now) 195/40/17 Kumho Ecsta KU39 tires and

245/35/18 Kumho Ecsta KU39 tires. Yes it was pretty stretched.

All in all, it fitted like I wanted it, and I was happy about it.

WEREyoualwaysintomodifying carsorparticulartheMR2?

The Stanced cars came a little later, but I am from that era of the huge bumpers and the over exaggerated spoilers with names like Shogun and Warrior [ha, ha], my first MR2 I got was in 2010 had a Border front, Skirts... I don’t know, and believe it or not…

Lambo doors lol.

So I think with modifying cars it started with the MR2 and I like to keep it mostly with the MR2 nowadays. I have a Honda Accord Type S as a daily now, which sits on coil-overs and Rota GTR Wheels. Looks good, and drives great but that’s it for the Honda. Rest of the money goes into the MR2. But like I said, the Stanced cars came around 2015, when I still had the black N/A MR2. And that was mostly because I jumped on the good ol’ internet and started Googling images of cool MR2’s. where of course Armand Red Devil popped up, Sergey’s Brown MR2 and Johne and Gerards MR2. (thanks for this addition lol)

ButwhendidthislovefortheMR2 allSTART.Like,whattriggeredyou tobuyaNMR2SW20

This happened when I was a little kid. I was walking with my Mom towards a shopping centre. I heard a loud noise from a car approaching behind us and I turned around to see what it was ... and there it was... a red MR2 SW20 lowered with nice silver five-spoke wheels. I told my mom, I want that car when I get my license. She said……. Well wait until you get older son, then you understand the prices a bit better haha (she thought it was

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a Ferrari lol) and look at me now, it’s my third…. And oh, my mom likes the car as well.

Backtothepresent,asit’Ssitting here,tellushowyoumodified yourMR2asitistoday?

Well as it sits here, the wheel set up, is the same, just different tires. Camber adjustments are the same as before. Actually I just added the bodykit, fresh new paint and new tires. That’s basically the I’ve done so far to where it’s at right now. But before I went widebody, something happened. It was of course quite expensive. Body and paint work, but as you can tell, it was all worth it.

Let me start off, that in 2018 I moved to where I live right now.

Everything was moved out of the old house to storage and I only had to drive the MR2 to my brother’s house, there it would be standing inside for a couple of weeks before I could park it on my own driveway under the carport.

Unfortunately, I came at a roundabout, took the exit where I lost control over the car. I was like driving 40km/h (20mp/h), the car spun and it ended up into a road sign. I bumped my head on the glass because of the side impact, had a headache for a week. My brother was behind me in my estate car and saw it happening. I can remember he went over a curb, because, so I had two cars with damage at that moment.

Wheelrash only luckily, nothing major on the estate, but the MR2…… yeah that was scary at first of course, I thought that was it. Found out, the roundabout was covered in oil. We pulled the car out and luckily I could continue driving her to my brother’s place. Parked it, went inside with a sore ego and for now this was it.

I started focusing on the new house. The next day, again I was on Facebook, I saw a post, something about widebody’s, someone asked if there was someone who had or knows where he could buy a new kit other then MR2Ben. And I saw this comment from this bloke Craig-David Porter about having a full kit without wing, laying around in a caravan collecting

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dust. I slide into his DM and asked about it, and made a deal with him to collect it myself. So I did, went with my best friend, in the estate car, to Llaneli near South Wales. Bare in mind that I live in a small town in the Netherlands near the German border. We left December 4th at 7 o’clock in the morning, and came back 7 o’clock in the morning on December 5th. All in all, including collecting the kit, eating at McDonalds in the UK and on the train from Calais [France] Folkestone [UK] and back, it was a 24-hour trip.

Finally, back home, rested and started looking for a bodyshop that was up for the job. Some time in 2019 around June, I found Martin Veltink from Vossen & Partners. Settled with a good price and we arranged the date that he picked up my car and the kit. He picked it up, and along the way in 2-5 months the car was gone for body and paint work. He sent me lots of pictures of the build to see how the process was going.

Honestly, I was so excited about the first pictures to see the kit hanging on the car hold together by tape [ha,ha]. It looked awesome. September 2019, late in the evening, the car came back shiny red and OMG, lost for words, how super awesome the car looked. Neighbours even came to watch!

The car was also looking a bit stupid now. With those stretched tires and the widebody kit, it looked like it had way too small wheels. So what I did, ordered 225/35/17 and 275/35/18 for the wheels and they fill up the wheel well perfectly for now. I like how the front is sitting, the rear could go wider but yeah, I’m happy for now.

Whatarethecharacteristicsof yourMR2

It’s a timeless model, it fits well in the past, but also adjusts well to all the new cars. It’s fun to drive, and a good looker for the eyes. It’s not your average road car you see everyday. To me, it screams sportscar for every era, late 80’s up till now.

(Like me :D lol) but also the way it feels when you drive it. It’s like a time capsule, the old clock for instance, the dashboard, shapes, seats, and fabrics they used back then. It suits all.

The armrest centre, they even made the armrest on the door

FromthemomentIstartthecarandleavethe drivewayandturnbackhomeandturnitoff, everythingthathappensinbetweenthosetwo moments,itfeelslikefreedom.

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andthereitwas...aredMR2SW20lowered withnicesilverfive-spokewheels.Itoldmy mom,IwantthatcarwhenIgetmylicense.She said…Wellwaituntilyougetolderson panel the same height as that, most cars don’t have that (at least the ones I had next to the MR2). The car handles great, needs new alignment btw, but cornering because of the camber, I can go hard through the corners without something happening. And the power delivery, the 3-litre V6 out of a Lexus RX300 is really great. It is a completely stock engine. 220HP and does the job. Fast response on the throttle and pulls great. To add, the car at first was a Gen3 Turbo when it came on the market in Japan. It is a JDM car. Swap has been done by someone else. I bought it with the V6 in there.

Didyousetyourselfgoalsalongthe way

DescribeMR2ownership meanstomeandthedriving experience?

I already have the right specs, now it’s just a matter of time and money to get the right ones. But for now I’m happy with this set-up. I must say, that he is definitely the reason I went widebody, and red of course. I’m not going to buy the same wheels as him or take out the centre piece of the rear spoiler. Those were features he had on his car. And he is the OG of the widebodies in my opinion, plus I like to keep it like that. Not going to replicate the full car.

As in goals now, is just to buy the right set of wheels with that same fitment Armand had and just drive the car on sunny days, and enjoy that I keep this almost 30 year old car alive.

From the moment I start the car and leave the driveway and turn back home and turn it off, everything that happens in between those two moments, it feels like freedom. They drive, pull from traffic lights, the look people give you, or the thumbs up. All that is just pure fun and I enjoy of owning an MR2. People talk a lot about snap over-steer, but never owned a MR2 themselves and only follow the Facebook stories what people say about these cars.

Well, to be honest about it, since I bought my first MR2, I straight up went on Google searching for other cool MR2’s. But there was always one MR2 that popped out above all others, and that was the Red Devil MR2 from Armand Pranadi. I just love that car. Hate the fact he is not on social media any more and hoping that sometime he will come back on it. I spoke a lot about his car and told him that I want my car like his one day, and I am almost there [ha, ha]. Just need to find the right wheels for the car.

Whatpartofthebuildwasmost difficultordifficulttosource particularparts?

Well, nothing actually, it’s more money issues nowadays, because

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parts are expensive here across the ‘pond’, so it’s just hop on the internet and search for it. I found a full kit in a caravan through Facebook. The rear spoiler is from Russia, wheels out of America. Parts are everywhere, but if you are willing to pay, then they are not hard to find.

Whatareyourfutureplansfor thecar?

Like I just said, new Wheels and tires, I want that same low fitment as Armand has with the White/Gold Blitz Technospeed Z1. I know his specs but don’t know if it would work on mine as well. So I have to measure it. Other then the wheels, I am looking for maybe a second set of front and rear bumpers. Trunklid and a big rear wing. These will all be custom made parts, because I want to switch styles with the car.

Think of Armands car, and a racecar look with the splitters, cannards, side extensions, diffuser and rear boot spoiler.

Also want to swap my stock interior to a racecar interior, Sparco seats and steering wheel and all the extra’s. Like to keep everything with Sparco as well.

Brakes will be upgraded to a big brake kit. Also are also big plans for the engine, probably thinking of a swap to a 2GRFE with a supercharger and keep it around 400hp. Or I’ll take this engine out and turbo charge this one. Prices are about the same. These are on my list for now.

Upcoming small projects for the car are, exhaust change, and rear springs from the coil-overs will be swapped for 30K200. All four Coil-overs will be removed from the car and fully cleaned and restored. When that’s done I will align the car again and drive her, plus save up money for the big list to start. More power!!

1994 Revision 3 Colour: Superred 3e5

engine&Performance Engine: 3 Litre V6 (1MZFE) from a Lexus RX300 Power: 220HP (Or what’s left of it) Exhaust: Custom, already under there when I bought the car.

suspension

Suspension: BC Racing Coilovers 22K Springs Camber Adjustment: Power Flex Bolts and Camber plates BC Racing

WHEELS&TYRES

Wheels: Cosmis Racing XT-206R 17x9 +5 & 18x11 +8 Tires Kumho Ecsta KU39 225/35/17 & 275/35/18

BODYWORK

Body: TRD2000GT Widebody Rearwing: TRD wing form a Toyota Corolla AE111 Levin

INTERIOR

Interior Stock 98 interior Steering Wheel: Sparco

othermods

Fuel filler cap has been deleted and relocated behind the little triangle

next to the small window.

All the lights in the car are LED

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repeatde NATHANFREKERETURNSTO DEFENDHISWORLDSFASTEST MR2TITLE...AGAIN!

8.71s@ 162mph MR2WORLDRECORD

ORIG RECO S

tarting life as a bog standard MR2 over 3 years Nathan has turned this car into the world’s fastest MR2 on current record, won the RWD 1/4mile Ten of the Best crown in 2007 & 2008, also winning the Rotorstock RWD 2008 category, the Japshow finale RWD category and the Shakespear ‘Fastest 4 pot’ on 2 different occasions.

Century Motorsport’s / Marangoni MR2 Street Drag Car set a new World mark at Shakespear Raceway on the 12th July. In the first of 3 runs Century driver Nathan Freke lowered his current European best by 2 tenths from 10.4 to 10.2, quickly followed by a second run which saw the Century car join the elite sub 10 second club with a 9.93 run, lowering the European best yet again.

However the icing on the cake came in run three as Nathan lowered the World mark by 5 thousandths of a second to 9.722 with a terminal speed of 148 mph.

The car can often be seen with its partner in crime on the UK’s drag strips a similarly liveried Century / Marangoni 3SGTE powered Yaris.

Action photo taken by Stephen Wexler, Eclipse

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mr2onlyiss17sec1.indd 10

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defender B

Nathan of renowned Century Motorsport fame has a life-long history of achievement in motorsport, having raced since the age of 9. He was one of 6 finalists for the British Young Driver of the year award, after winning the Formula Ford Championship. He also runs factory BMW support team, and DP Engine Parts UK. All of this undoubtedly fuels his passion and competitiveness, backed with sound knowledge of building and tuning race cars only helps to achieve the best from an MR2.

uilding a world record car is nothing more than a dream for most of us, but to achieve it twice in 10 years, with two different MR2s?

- Nathan Freke is back.

rewindto2009

WRITTENBYnathanfreke &stevebishop

Rewind to 2009, and Nathan’s original white and black ‘Marangoni’ lit up the tarmac with a staggering 9.722s 1/4 mile. Setting a new world record. Unfortunately this car met an untimely and abrupt ending, which wasn’t even on the drag strip, an accident involving the trailer in which it was being transported. But lets not dwell on that.

He’s back! - stronger, better, and faster, sub 9 second this time. To be exact.... 8.71s, crossing the UK’s famous Santa Pod gantry at an astounding 162MPH... MEET THE PURPLE MONSTER! What’s more, with lots of work on the car over the winter, there’s much more potential to come.

This MR2 itself a 1994 tin top, started out as a donor car for the MR2 Challenge. Gathering dust in the workshop, Nathan considered selling it, but values had dipped, so motivated by nostalgia, he decided to build another drag car. When word got around the whole thing just seemed to gather its own momentum. In the last 10 years, Nathan’s 9.722s had been beaten, so of course his aim was to break into the 8’s, to reclaim his fastest MR2 in the World title.

buildingan8s Mr2

The car was built over a period of 2 years, and has evolved with lots of development and some trial and error. Rather than go down the Honda powered K-swap route, Nathan stayed true to Toyota, and remained with the 3s-GTE... sort of. The core of any drag slayer is its engine, and the 3S-GTE does have its flaws and weaknesses when pushed to the extremes. With this in mind Nathan chose the 5S-FE block, a 2.2 borrowed from the naturally aspirated Camry sensible family saloon.

GINALWORLD CORDMR2

IN CONJU

NCTION WITH

Issue 17 Aug 20 £3.95 09

Soundscrazyright?nope, the block is a perfect basis to withstand the forces of the power required to propel a record breaking MR2. The 5S-FE block has more physical material between the bores, therefore more strength.

No Sco obie

s, Evo’s, GTO’s or FTO’s...

MR2s only ...

CENTURY MOTORSPORT / MARANGONI MR2

To further strengthen the block, there is a hard block water jacket filler.

A concrete-resin poured to fill the bottom half of each channel that circulates the block.

The lights change and Nathan plants his foot and points the car towards the finish line, instead it reaches for the sky and lifts both front wheels clean off the tarmac.

JAPSHOW

NORTH CALIFORNIAN M EET

MR2s AT TOTB 0 9

M R2

MOT ORS POR T CO VER

AGE

The 5S-FE is mated to an extensively modified 3S-GTE head, effectively making it a 5S-GTE.

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mr2onlyiss17sec1.indd 11 14/08/2009 20:08:05

14/08/2009 20:08:14

LICK TO READ mr2onlyiss17s

ec1.indd

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14/08/2009

20:07:01

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highendcomponentsfrom allaroundtheworld

You only have to read through the extensive spec list on this ‘Purple Slayer’ to have an idea of what goes into building an 8s MR2. Components sourced from the top tuning specialist around the world. The engine internals were carefully thought out, which is what lead Nathan to Panos Mavrakakis of DP Engine Parts in Greece. Century Motorsport has since become the UK distributor for DP Engine Parts. The end result of this bullet proof build coupled with some very clever electronic devices to keep it straight, is an MR2 capable of pushing out 2.9 bar, 33psi, and 900bhp, keeping the front wheels on the ground requires a pilot with balls of steel!

Needless to say, building a sub 9 second MR2 does not go without its teething problems and trouble, which is to be expected, as the MR2s weight distribution is not the best for drag racing, it has taken lots of improving and evolving to get the chassis right.

that we can have repeatability with the launches rather than just total pot luck.

breakingan8secondpass

We spent 80% of our time last year working through the car, making it reliable and understanding what it needed to go faster. At one point it didn’t feel like we were going to crack it! All we were doing was taking power out of the car to make it stable, the opposite of what you really need. BUT, the moment the first 8 second pass came, we just couldn’t stop doing them.

The car was consistent, controllable and reacting positively to every change we made. We started winding power back in and the car just got faster and faster!

Nathan explains in lots more detail:

overcomingissues

Primarily, it was the clutch and suspension setup that we had to work at the most. Firstly, the clutch was an all carbon ATS&Across clutch, but for some reason, it kept breaking the plates. Some kind of strange vibration issue.

ATS&Across supplied me with some sintered iron internals and the clutch was holding, but we had huge issues with the clutch dragging and then not engaging properly. After much frustration and wasted days at the track, we finally narrowed the issue down to a flow valve I had fitted in line to be able to regulate the clutch release. It had started to break up and was just giving massively inconsistent results. We found the issue whilst at the track and luckily I had a spare, so we swapped it out and we went from 1.6 second 60ft to a 1.4 second straight away and the car started launching hard, with times coming straight away.

The suspension is a totally custom setup and it took us a little while to get the valving and spring rates to where it needed to be. This was when the car was at its most scary.

From the outside it looks perfectly normal, and even in the videos it doesn’t look bad, but it was almost impossible to get down the strip without lifting because it felt so dangerous to drive.

ThefirstrunIdidwhen wenailedthesuspension configurationwasjust heaven….Solovelytodrive.

Other learning points for us, was the laser ride height sensor. On the face of it, it’s very easy to understand what to do, but in practice it’s a very different story, and something that we are still finessing for sure. The idea is 54

The last run we did (the record run), the temperature was 4 degrees above freezing, the sun had gone away and there was moisture in the air. The log showed the car wheel span for the entire duration of the run until I had to lift as it was so scary.

At the point I got back on the throttle I hit boost cut, so whilst it was a record run, the terminal speed was a good 10mph lower than it should have been and the time probably 0.05 – 0.10s slower than it should have been.

systemoverload

At first, it was too much to take in.. the car was so violent on the launch and the rev limiter came so fast it just felt frantic in the car. SYSTEM OVERLOAD FOR ME. Couple that with it feeling dangerous on the first couple of days, I was actually praying for it to rain or something so I didn’t look like a wimp and tell the crew that I didn’t want to go out in it!

OnceIgotmoreaccustomedtoitand thecarfeltsafer,it’sjustanamazing thingtoexperience.Theinitialhitis amazing,butitsreally3rdand4thgear thatfeelamazing,thepowerofthemotoris somethingI’veneverexperiencedbefore.

Once I got more accustomed to it and the car felt safer, it’s just an amazing thing to experience. The initial hit is amazing, but its really 3rd and 4th gear that feel amazing, the power of the motor is something I’ve never experienced before. You could really feel the difference when we started adding power as well, it was really so rewarding.

recordrun-27thoctober‘19

We estimated on the record run I was in the region of 900whp from the data and fuelling we had from the dyno (800whp). The mapping with the new precision turbo we already believe we are at 20% more power now and only at 30psi of boost.

To give you an idea of the fuel this motor is shifting, I run 2 x 1700cc injectors per cylinder, so 3400cc and that are at 80% duty right now……

moretocome

We’ve put so much work into he car over the winter period, including changing the turbo for a Precision Turbo 7275 making 20% more power. We’ve also added a rear wing and flat floor, and some geometry and electronic changes.

We’ll also be changing the rear wheels to 15 x 10’s which should make a difference. I think its going to be a new learning process all over again, but the end result should be a VERY fast time

CLICKTOWATCHON

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Nathan Freke, Louis Brooks, John French

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Thelastrunwedid(therecordrun), thetemperaturewas4degreesabove freezing,thesunhadgoneawayandthere wasmoistureintheair.Thelogshowedthe carwheelspanfortheentiredurationof therununtilIhadtoliftasitwassoscary.

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NATHAN FREKE

WORLDRECORDHOLDINGMR2 MODEL & YEAR | MR2 1994 (rev 3)

ENGINE

Toyota 3SGTE motor

PERFORMANCE 800hp at the hubs @ 29psi boost 590 lb/ft at the hubs 9500rpm redline

5SFE block, ½ filled with Hardblok block filler

Methanol M5 fuel

Billet main caps with custom girdle straps

1050kg race weight

Billet 91mm crank

0-170mph in less than 9 seconds

ACL race bearings throughout Custom 142mm DP H beam rods with tool steel bolts

TRANSMISSION

Flat top, race series 87.25mm DP pistons with tool steel pins and

RWD

button oil rail support

SQS 4 speed dog box in original E153 transmission casing

DP tool steel main and 11mm head studs

ATS full carbon triple clutch

KO racing head gasket with 1mm wire precharge rings in head

Frana racing Spool

Headwork is extensively modified

Frana racing 300m output shafts

Piper custom profile cams

Drive shaft shop Level 5.9 Axles

Bronze valve seats for methanol BC Bronze valve guides

SUSPENSION

Ferrea custom size valves

Custom made Ohlins 3 way dampers with remote canisters

Piper dual valve springs, shimmed for maximum seat pressure

Rebound, Hi speed and lo speed compression adjustable

BC Titanium retainers

Custom top mounts

BC valve locks

Custom Spring setup

Supertech cam followers, DLC coated to help with lift of cams

Hux Racing Tubular wishbones

Hux racing Dry sump system with front plate Peterson Dry sump pump and tank

BRAKES

Moroso dry sump pan

Stock Rev1 brakes due to being small and light

Aeromotive mechanical fuel pump

Custom 0.75 brake master cylinder with boost delete

Aeromotive methanol specific FPR

Stage brake controlling rear brakes only

8 x ID 1700x stainless injectors

Line lock controlling front brakes only

Earls hoses and fittings throughout

Simpson racing Parachute

K.E.P custom tubular manifold

Custom brake lines

Wideband per cylinder for fine tuning on methanol Precision Turbo 7275

WHEELS+TYRES

Turbo speed sensor

Weld Drag wheels front and back

Turbo back pressure sensor

Front 15 x 4.5”

Inconel exhaust pipe

Rear 15 x 8” wide

Twin 38mm Tial wastegates

Mickey Thompson 24x4.5x15 ET Front tyre

Century Motorsport custom intake runner to match Skunk 2 ultra

Mickey Thompson 26x10x15 ET Drag rear tyre

race inlet manifold with 2Litre spacer

Weld custom wheel nuts

Ford mustang 5.0 90mm DBW throttle boty PWR barrel charge cooler with ice box

BODY

M&W Pro Drag 4 CDI ignition with Haltech dumb coils and MSD

Fully stripped to bare and prepped before paint

custom leads

Purple rain paint

Water pressure sensor

Fibreglass doors, bonnet, wings

Electric water pump

Carbon bootlid

Link Thunder ECU

Toms skirts

Powerbox PDM unit

Kei office front bumper with vent delete to help aero

Custom radiator and water system

Plastic4performance lexan windows and rear window

Hux Racing solid motor mounts

Custom radiator duct and scoop

No alternator – 16v battery system

Toms rear bumper Rolled arches Undersealed underneath

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BUT,themomentthefirst8secondpass came,wejustcouldn’tstopdoingthem.

Thecarwasconsistent,controllableand reactingpositivelytoeverychangewemade.

INTERIOR Carbon sparco seat

Schroth 6 point harness Flocked stock dash AIM strada MXS dash Custom switch panel Clutch slipper valve NHRA window net Suede Steering wheel Lifeline electronic fire extinguisher ATL 20L fuel tank in custom Aluminium box Chargecooler ice box Stage brake SQS Sequential shifter SQS gear cut switch shift knob Video VBOX Webster race engineering T45 chromoly 8.5 NHRA cage

ICE

The engine!!

ANYTHINGELSE

The electrical side is worth mentioning as its very advanced 100% custom wiring loom throughout Link thunder ecu HP Power box PDM Laser rideheight sensor for wheelie control Damper pots Wheel speed per wheel Every engine sensor possible to see what happening Flat shift setup Burnout limiter Launch control Many safety limiters to help if we get into issues up the strip.

THANKSTO...

DP Engine Parts for advice and parts Link ECU for supplying ECU and all sensors Piper Cams for supplying cams Brian Crower for supplying certain engine parts Opie Oils for supplying oil Allan Stansfield for paint Benzo Lykke for wiring Marius Loberg for ECU Setup and strategy Romain Levesque for mapping John French and Lou Brooks for trackside support Kris at KO Racing Eric at Hux Racing Motion factory for decals Russ at Mick Gardiner Racing (Ohlins dampers)

I have a guy called Marius Loberg in Norway who is the brains behind all the strategies on the ecu and motor safety

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DOUBLET

S

O it was 10 years ago my wife was searching for her first car. At that time her previous boyfriend had a broken AW11, which was being worked on in a garage, and she fell in love with its size and old Japanese styling.

It was a short time afterwards she was ready to buy her first car, and months later there it was on the side of the road, for $2000 as is. It needed some work but soon enough she was learning to drive, her first car and first manual car.

At the time the car was bought, it was yellow, originally red. Let’s fast forward to seven years ago. I was running an automotive speed shop and at the time had a 2011 Subaru STi build making 508whp.

A friend of mine walked in to chat about cars and she had brought along her friend... that friend being my now wife. Once they left, I sent a message to the friend I knew and asked about the strange beautiful lady. I 60

found out she was dating a friend of mine. I did the right thing and invited him to a few car meets with her and I got to talk more and more.

TOONLYFINDOUTMY CARWASHERDREAM CAR.CLICK...

An invite for a late night cruise and I guess you can say the rest is history.

Now back to cars. Shortly after she met me, we got her car on K Sport Coil-overs, intake and some old school Spring Heart wheels. Got a custom exhaust made up and the car started to look and sound good.

TROUBLE WRITTENBYKENNYWILLIAMS

Alovestorythatwasmade possibleBYherlovefor carsandmyloveforcars.

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She kept telling me why don’t you just buy one. So I caved in and six months later, after looking within a 10hour driving span, I came across an 87 MR2 for $5000.

More than I wanted to pay, but it was pretty clean, though the paint was horrible. But with all my expertise working with cars, I knew I could bring it back to its glory.

SOTHEREITWAS...ABONE STOCK87.

Before the STi I had built many other wicked JDM high WHP builds. After the STi, I bought and built a supercharged 350z which I hated. After that I bought a BRZ and set it up as a full track/street car, which I admit was fun, but more than anything I loved driving her 86 MR2 around.

Day 1 I removed the original fender black guards and the factory add-on option pin-stripe, which was badly damaged and faded. Then it was a full 3-stage on the paint. Now she was shiny but sitting like a 4x4. That is not Kenny-style. Custom Work wheels were set to arrive in days, as were my coil-overs.

Wheels installed, coils installed, custom exhaust built, intake made up, Bride low max seats with Takata harnesses on. Car is starting to look the Kenny part.

Toconsiderthestock4amaderoughly 75whpandournewestsetup’sdynoyed at292whpand275tqat17psion94gas.We werehavingmuchmorefunwiththe readyavailablepower.

Engine 4th Gen 3SGTE (Performed by Next Level MR2) ATS Racing Sweet 16 Turbo Upgrade HKS Camshafts TCS 3” Downpipe TCS Modified Water Neck Next Level MR2 Custom 3 inch Turbo Intake K&N 3 inch Air Filter (For Turbo Intake) Walbro 255 Fuel Pump S54 Transmission S54 Mk1.5 Mount Kit

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Shift Relocation Bracket

Aftermarket 9 inch Fan for Interncooler

NGK BKR7E Spark Plugs (1 Step colder)

DEI Header Wrap for Downpipe

South Bend Stage 2 Clutch

Turbo Smart Turbo Blanket

Prime Performance XTR Lightweight Flywheel

Vibrant 3 Ply Sillicone Couplers for all piping

MSD Tach Adapter

Odyssey PC680 Lightweight Race Batter (Hidden in trunk)

Custom 3 inch straight exhaust (ceramic coated black) Powder coated red valve cover Custom Intercooler Piping (All upgraded over OEM) HKS Blow Off Valve CX Racing Upgraded Intercooler Core (Custom Mounted)

Hux Racing Engine Mounts

Exterior Techno Toy Tuning Side Skirts JDM AW111 Front Turn Signals

KENNY WILLIAMS

1987AW11MR2Mk1.5 |4thGen3SGTE

JDM Aw11 Signal Housings

Momo Steering Wheel Hub

Gurney Flap

Sparco Champion Steering Wheel (330mm)

LED Headlights

Broadway Japan Wide Mirror

Velox Racing Front Race Splitter (Custom made)

LED Bulbs in Instrument Cluster

Velox Racing Splitters Rods

Leather with red stitch shift boot

Custom Cut Out NA Engine Lid for extra cooling

Volk Racing (MackingIndustries) Ti Shift Knob

Interior Bride Japan Low Max Race Seats Takata Race Harnesses Sparco Seat Base, Mount & Sliders

Pioneer USB/MP3/ Bluetooth Deck Alpine Speakers front and rear Glow Shift Boost Gauge

Suspension&BRakes BC Racing Coilovers with custom swift spring uprade Whiteline Adjustable Sway Bar End Links Matrix Garage Rear Toe Bars Custom Alignment Stoptech Slotted & drilled front and rear rotors Stoptech Performance rear pads (309) EBC Yellow Front track pads SW20 Short Shifter with bushing kit

Glow Shift Air/Fuel Gauge

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NEXTLEVEL..Gen43SGTESWAP

Now I admit it was fun to drive but just too SLOW for my liking. It was then time to think SWAP. With the help of two friends located just past Boston, who ran a shop called NEXT LEVEL MR2, the dream was now a reality.

Mine was the first Gen4 3SGTE swapped AW11 in Canada, and my wife’s was soon to follow as the second in Canada, being most likely within the first 10 easily in North America in the AW11 chassis.

THENMODDINGONTHEGEN4S BEGAN.

To consider the stock 4A made roughly 75whp and our newest set up’s dynoed at 292whp and 275tq at 17psi on

SIMONE WILLIAMS

94 gas. We were having much more fun with the ready available power.

I must have had a different set of high end JDM wheels for my car every year I’ve owned it. Now sitting on 16x8 +25 TE37V, I might stay with them for a few years. By far the step up from 15” to 16” really made me fall in love with the 16” over the more common 15”.

It was a love story that was made possible by her love for cars and my love for cars. My wife Simone isn’t scared to ever get dirty and get under her car to tackle any job. I guess I can say I for sure got myself that diamond in the rough.

1986AW11MR2Mk1.5(4thGen3SGTE)

Engine

SUSPENSION

INTERIOR

Gen 4 3S-GTE

K-Sport Coilovers

NRG Steering Wheel

3 inch downpipe

TwosRUs Rear Toe Bars

Glow Shift Boost Gauge

K&N Air Filter Stage 2 Clutch and lightened flywheel

Exterior

Glow Shift AF Gauge Glow Shift AF Gauge

Pink Valve Cover

Techno Toy Side Skirts

ARC Shift Knob

255 Fuel Pump

Gurney Flap

Alpine Deck, Sub, Amp & Speakers

S54 transmission

LED Headlights Buddy Club RPF1 Wheels

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MR2PARTS&TUNING|Roundup EngineLidSupport SW20 (91-99) or AW11 (84-89)Tucked Engine Lid Support. A Hux Racing original design. Completely unique for MR2 engine lid supports. All stainless and aluminum construction. Also available with carbon fiber arm. Has detent to hold lid in open position.

Available in standard left hand version, as shown, or in right hand version for installation on right side of car (sw20 only). Please note, right hand version requires modification or relocation of brake booster hard line. https://www.huxracing.com/online-store/Engine-Lid-Support-p122557242

GT4-PLAYofferaselectionofoverhauledpartS.THEIRMOSTPOPULAR PARTAREDISTRIBUTORSFOUNDONTHESW20MR2TURBO&NAVEHICLES MANY OF THESE PARTS ARE SHARED BETWEEN THE CELICA & MR2 ALIKE.

https://gt4-play.co.uk/shop/parts

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Fits all 91-98 Toyota MR2 OEM Seats (no pre made holes on sides so can be used for NA seats as well as RHD and LHD, for those with bolster and lumbar adjustments holes will need to be made) Includes 2 seat cover kits, enough to do both seats.

These do not wrap over your existing covers.

These are a full replacement of your existing covers.

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ARBBushes, Selectorcable Bushes,Engine Mounts,Throttle bodyconnectors, Decatpipes.

MR2-BENAuthorisedWalbro TIAutomotiveFuelPumpDistributor 190lph, 255lph, 400lph, 450lph, 530lph Walbro TI Automotive 530 lph Fuel Pump Toyota MR2 MK2 Walbro Competition In-Tank Fuel Pump Kit. Walbro are now known as TI Automotive The Walbro GSS line of high-performance fuel pumps have been widely recognised as the ‘Gold Standard’ in the industry for more than 20 years.

Walbro GSS pumps are compatible with a wide range of vehicles, feature unsurpassed quality, durability and performance and are designed and manufactured in the USA. This kit is made for the Toyota MR2 mk2 1989-2000 and is a performance upgrade Designed for engines with more than 750hp+ Walbro 530 lph Competition In Tank Fuel Pump Kit F90000285 • OEM technology designed and developed for E85.

• All pumping components have been validated to OEM • Outperforms all current market in-tank fuel pumps specification for approved use in E85/Flex fuel application • Designed for engines with 750hp+ • Award Winning OE Technology https://mr2-ben.co.uk/products/1548 • High Pressure, High flow performance

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MR2RoadsterGenuine ToyotaPreFacelift Subframe(FaceliftAlso Available)

www.tcbparts.co.ukorcallwithyourenquiry(+44)01579383879

CLOSEENOU I

sort of got into cars fairly late compared to most “Gear heads” probably second or third year university. When I met people in the modified car scene and started to join groups driving in the hills. I didn’t do my first track day until 2007.

I purchased the car from my good mate and mechanic, as he was selling. The idea was that it would make a great all-out track car, as its so easy to wide body because of all the panels being removable. However, that idea was sort of shelved as I already had a CRX as a track car and my missus needed a car to drive around. But, as it all turned out she bought a DC2R and the CRX broke…. So, I sold the CRX and started modifying the MR-S

2ZZSWAP

First mod I did on the MR-S was remove the precats…lol.. But first real mod was probably the 2zz swap.

Guess what MR2 ownership means to me is that I have met a really good bunch of MR2 people to chat with and learn from. Certain parts of the car scene can be pretty toxic so it’s just good to find a bunch of chilled people without the ego.

Isortofdirectly compare everythingIown againstitandlook tomakethemfeelthe sameorascloseto.

It’slikethebenchmark ofhowIwantacarto feel.It’sthefeelingof alightcar…sodirect soprecise.Eventhe mx5Ihadfeltnothing likeit.

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UGH RACING WRITTENBYOWNER-JustinGaujenieks

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I have never really set a goal for body styling or power goals as our main focus, as the last couple of years has been more about getting a reliable engine package and gear box.

Since we started competing with the car 2-4 years ago it is on it third engine and gearbox, this has been mainly out of our control due to parts failing or incorrect parts being fitted by workshops.

currentenginebuild

The current engine has been built in-house by our team and seems to be running strong, which is a relief, so that we can now start focusing on car setup, not reliability.

MR-SISLIKEMYBENCHMARK

In regard to the driving experience it’s sort of one of those things, I have had a bunch of different cars at the same time as the MR-S but nothing seems to feel as good. It’s a bit frustrating as the MR-S is far from road legal so I can’t drive it very often, but I sort of directly compare everything I own against it and look to make them feel the same or as close to. The MR-S is like the benchmark of how I want a car to feel. It’s the feeling of a light car… so direct so precise. Even the MX5 I had felt nothing like it.

CLOSEENOUGHRACING

The car was originally intended to just be for club day sprints kind of deal, but after going to spectate World Time Attack one year it has led to where things sit today. The car has been built and modified to sit within the regulations of World Time Attack ‘Open Class’. This sort of led into my close group of friends who are into cars and myself starting what is ‘CLOSE ENOUGH RACING’, the team name we go under for our entries into World Time Attack and various other club days.

The car is pretty competitive and probably would be a lot more with a better driver [ha, ha]. But we normally finish somewhere around the top of the time sheets for club sprint days and we managed to finish 13th in class for WTAC in 2019.

GOALS

Our goal for the next World Time Attack would be to finish top 10. With the level of competition at this event it means we would have to drop about 5+ seconds from our 2019 time to achieve that, which is a pretty big task, but will give it our best shot!

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biggerturbo

The car is currently apart again for fairly large upgrades to improve on what we learnt at the last event. So larger, more efficient turbo, improved intercooler setup, sequentially shifted dog box and some aero updates.

Ourgoalforthenext WorldTimeAttack wouldbetofinishtop 10.Withthelevelof competitionatthiseventit meanswewouldhavetodrop about5+secondsfrom our2019timeto achievethat

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Justin Gaujenieks

BUILTTURBOCHARGED2ZZ-GE

Currently car specs (including new upgrades) Built 2zz-ge ,10.5 CR

Haltech Elite ECU

Garrett GTX3582R gen2

Adjustable rear suspension arms

Water/Air intercooler setup

Custom brake setup with larger 2-piece rotors front+rear and front

Bosch 1650cc motorsport injectors

Porsche callipers.

AEM fuel rail with fpr

Manual brake pedal box with bias adjuster.

TI Automotive 525lph fuel pump in custom fuel cell

Carbon body, roof, aero

MWR Oil cooler

AGI 6 point cage

Shockworks Suspension

Koya wheels 18x9 F and 18x10 Rear with 225/265 A050 tyres

CLOSEENOUGH RACING

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This build would not have happened or continued to grow without the team, Lucia, Hutch, Vijay, Alan, Jason, Mat, Andrew.

As well as the businesses that have helped out massively:X3e Motorsports – Distributor of AMSOIL and COMPETITION CLUTCH Promax Auto Shockworks Suspension CMS Performance Raceline Motorsport Carbon Plus Vaay Tech

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onceinalifetimeMr2 IfoundtheMR2in2006inHoricon,WI.Ithad108kmilesonit andnosaltrustatall. Iamthesecondowner.

S

hortly after daily driving it in WI for a year, I relocated it to Georgia where it now stays.

The first setup I had on it, Motegi Tracklites, Eibach lowering springs and Koni yellow struts. Recently it received AMR coilovers, quick steer unit, PDM racing cams, RPF1’s.

The factory 4AGE lasted until 190k. It was replaced with a red top 7 rib, and a c52 trans. Later replaced with a high compression blue top head with the cams.

writtenby mattgresham

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The car has been auto crossed for several years. It has done 2 national tours in 2010 and 2011 with the SCCA. The MR-2 is the Gresham family car. My dad and I have co-driven many events together. While my wife and I now co-drive it, I also autocross my BRZ, so it has become largely her autocross car. In fact, the MR-2 taught her how to drive a 5 speed.

After getting my BRZ, and no longer daily driving the MR2 daily, my wife made it a project to begin restoring it. She wanted to learn how cars work mechanically, and on the track. She is now very attached to it and calls it “OURS.”

www.hurleyraceengineering.co.uk info@hurleyraceengineering.co.uk Call: 07956 534066

Get in touch today with your requirements!

SPECIALISTS IN TOYOTA 3SGE, 3SGTE, 4AGE & 2ZZGE ENGINES. We offer numerous engine services from standard builds to fully tuned competition engines. We specialise in engines for motorsport and track day use, however we are just as happy working on your road car engine. Engines are able to be provided already run in on our in house Go Power engine dyno.

• Engine builds & re-builds • Machining services • Engine development • Parts Sales - huge stocks of genuine Toyota & aftermarket engine components • ASNU injector testing and full servicing - all petrol injectors including sidefeed and GDI

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Hurley-RaceEngineering

its going to be one of those cars now that’s just out of reach for me. It did how ever lead me to the MK2 Toyota MR2 GT Turbo and a life style choice where Forums, modifying cars, and the Japanese car scene, brought me some amazing experiences. I have made some very good friends and even met my wife at a local MR2 specialist all because of this one action all those years ago.

Since 2006 I have personally owned, and not one remained standard either: 1990 Rev1 GT T bar in Astral Black 2000 Rev5 GTI T bar in Sonic Shadow 1996 Rev3 GT T bar in Super White 2000 Roadster in Blue 1995 Rev3 G-limited T bar in Caribbean Blue 3vz v6 powered 2001 MR-S in Gulf Racing Livery (2016 -2017) 2001 MR-S in Gulf Racing Livery (2019 In 2016, I was looking to replace my current roadster and I came across an advert for the Gulf, and how as a selfconfessed MR2 nut, and a bit of a petrol-head, could I not go and look at that thing that combines a car that I like and an iconic racing livery?

somethingTRULYunique

The advert said that it had been off the road for a while and as I like doing the work on my cars myself it was becoming more appealing to me. So research into the car began as well as a phone call to arrange a time to go and take a look which was a 60-mile round trip.

T H E G U L F T HE Gulf... As it’s so called because of the paint scheme, but this car has so much more to offer and tell, but first a little back story on me...

I’m Dave, or as known to a lot by the username of ‘Oddshoes’, and I have been around the MR2 scene since 2006, but I nearly wasn’t to start with! I have always been into cars since being a little boy and when I first passed my driving test many many moons ago. I had a 1982 MK1 Ford Fiesta as my first car, and over my first few years I bounced around from one now classic to another. But they weren’t at the time and it’s a shame, hindsight is 20/20.

After a few years of driving, and when I hit the age of 24, I wanted a nice car, and I have a car I always wanted... a 1980s Porsche 911SC in black or Guards Red with the big whale tail spoiler. As I was living at my parents and not paying to much rent, it was almost affordable.

Now back in 2006 you could pick up a nice one off the forecourt from my local independent Porsche specialist for about £8,000, but it wasn’t to be sadly, and 76

WRITTENBYDAVEPURDUE My researching paid off as it was indeed a unique car. It was an MR-S wearing mainly Damd Effect Street Slidder bodykit and painted in the promo colours they released it in. So the trip ended with me putting a deposit down, with the balance to be paid on collection, when I could arrange a transport company to bring it to a workshop I had use of.

DISASTERSTRUCK

Fast forward a few months, after getting the Gulf to the workshop, assessing it and getting it through an MOT, I

was using it as my everyday car and boy was it good fun.

The Coilovers and all the after-market parts made it a complete hoot to drive.... but then one morning, on my way to work, a Munkjac ran out in front of my car, and with it being 5.30am in November, the first I knew about it was the massive bang, slight movement of the car to the left and then five seconds of scrapping till I managed to stop the car!

I got out, looked around, and back down hill on the opposite side of the road was my answer. I checked the

Ihavemadesomeverygoodfriendsandeven MetmywifeatalocalMR2 specialistallbecauseof thisoneactionallthose yearsago.

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front of the car over and pulled a couple bits around so I could drive it to work slowly check it out.

The damage to the Top Secret fibreglass front bumper was very badly cracked in a few places below the drivers headlight. In turn it had broken the mounting points onto both the front wings and deformed and torn the metal.

Simple fix you’d say! Yes it would be, but then there’s painting to add on top of it and you just couldn’t paint the damaged parts. It would have to be blended in, if not an entire repaint of the car... Now here’s a the kicker I was only three months away from getting married. I had no savings, no spare cash, as it was going into the wedding fund, and as much as my wife-to-be was into cars too, I couldn’t in my own mind ask to take it out of the wedding fund!

This really only left me with one real option and that was to sell it. Looking at it, it was a great project for someone to have, and it was set up really for track driving with what had been done to it back in Japan. So, that’s what happened, sold a couple of months later and the money I got from it went into our wedding fund.

Two years pass and in that time we did get married and with lots of hard work we also managed to get our first house. As if by chance I came across the Gulf for sale on eBay from the person that bought from me, but sadly I couldn’t afford it or get the money together and she got sold according to the auction.

About a week later the new owner posted in on the Facebook groups I am a part of, so I struck up a conversion with them. I explained what I knew about it and followed what they were going to be doing until about a month of ownership. It went back up for sale and so some conversations began and a deal was struck.

OWNERSHIPREKINDLED

Driving it back from Essex with the roof down, sunglasses on in the mid-spring was just such a good feeling and getting the other car guys/girls looks nod of appreciation making that journey and the fact that I had bought the right car... again!

The Gulf still looked the same, drove the same and the cracked fibreglass had only just been lashed together, with the help of a patch pack which held it all together, but it wasn’t in any better shape. Then again in two years, it only had 500-miles more on it than when I sold it.

As any proud owner I took many photos and it looked good in the workshop and parked up next to my Mk2 v6 and the wife’s Mk2 Rev2 Turbo and the plans were to fix the damage and get it repainted.

I decided to sell my V6 as the wife drove it more than me, and although it was probably the best driving and sounding two I ever had did, I just didn’t love it the way I did the Gulf.

It took a couple of months before the V6 sold, leaving me the funds to start to sort the bodywork out, but alas something else got in the way.

I came across an advert for a 2006 Sable Turbo charged roadster that needed work. It was apparently running 270bhp with all the supporting mods to suit, now that would add some bang to go with the fizz.

I did the swap at home in my own workshop, and so began the stripping the Sable Roadster, selling on parts and the shell to help fund my build.

Once I got everything I wanted off the car it was time to do mine, so I booked the week off work to remove my rear clip and install the facelift engine, my MR-S gearbox, the turbo kit and Apexi Powerfc ECU. I had the car dyno’d a few months after the swap at Surrey Rolling Road and it produced 264bhp at the flywheel.

BOOSTED

After the turbo conversion I had to take it out for a shake down and this was going to tell me if all the effort was going to of been worth it!

In my mind with the so-called figures of 270bhp that I bought the donor car with, and putting it into context from what I have experienced over the years, this is a 1.8L engine with more power than a stock Revision 3 Turbo, but in a car that weighs about a tonne. This should be good, but it will be about when the turbo produces its smile factor.

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I started it up and let it run for a few minutes, listening to the engine and exhaust noise, and all seemed good, so I slowly and carefully drove it around the local roads at the speed limit, and I occasionally got low boost and a gentle dump noise coming from the Greddy dump valve and the cone air filter breathing nicely.

As I got closer to my target national speed limit roads, so I could stretch the legs and see how it reacted on hard boosting, the weather was turning and it was just starting to drizzle. About a hundred metres before the roundabout and then the big round national speed limit sign, the traffic seemed to just move out of the way and stayed on the inside lane of the dual carriage way.

3..2...1.

I moved into the outside lane and I could almost count down 3... 2.. 1! I dropped from third to second gear and ploughed the go pedal into the floor I started at 30mph and instantly as the revs shoot up, 40 came and went and I was in need of another gear. I went for third and the whoosh that came from the blow off valve made me smile. Slipping into third and still accelerating hard it pulled like a train 3k, 4k, 5k, 6k and the rear wheels started spinning and the rear started get a little squirmy, but 7k came and went and as I reached the rev limit I went for fourth and did the same. I must of had a smile as wide as the car.

It was like being on a ride at theme park, the rate of acceleration was amazing, the thrust pushing me back into the seat, the noises coming from the air filter, dump valve and exhaust were sensational.

I eased off and slowly let the car run, with cars that were at my side only seconds ago now only visible from my rear view mirror. I took a moment and then celebrated with a cheer. To say I was buzzing is an understatement!

This thing was now a beast and had the power and go match the looks! All the months of hard work had paid off.

Thisthingwas nowabeastand hadthepowerandgo matchthelooks!All themonthsofhard workhadpaidoff.

It’s been running well now for six months and is always going to be have more and more personal touches, but as for power, it’s where I want to be and I don’t currently have any plans for any more. I just plan on getting the bodywork back to where it should be, even though the rough and ready look I think actually suit it right now.

I would like the say a massive thank you firstly to my wife, for being understanding and supportive, secondly to my friends and family, for their understanding. Finally to MR2 Only Magazine for taking the time to feature my car and all the years of joy brought too us MR2 nuts!

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ANMR2 Iamnotquitesurewhen theloveaffairstarted...

I

t was probably back in 2001... I had just bought a black J reg 1992 black T-Bar, UK spec, totally standard, after owning a Vauxhall Vectra company car for a few years.

I fancied something a bit sporty, test drove it, and put a deposit down there and then.

There was something about the Toyota MR2 that just ticked all the boxes. Whether it was the T-Bar roof, the pop up headlights, the overall looks, who knows!

Then along came the club scene. It was on Yahoo! Groups back in those days. IMOC - International MR2 Owners Club was a simple chat platform allowing like-minded enthusiasts to swap technical stories, share modifying tips, and pictures of their MR2’s.

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ANDSOTHEJOURNEYBEGAN...

And so the journey of modifying started to take off…. first on went the Mongoose exhaust, followed by an Apexi induction kit. The windows got tinted, the alloys were changed to some oversize 18” rims that made the wheel arches scrape on the inside… so they got rolled to stop them from rubbing. All was going well, I was enjoying my normally aspirated life. We went on some IMOC track days together, did some club Dyno days, attended the early Japanese Auto Extravaganza show at Billing Aquadrome. Me and my little J reg were enjoying life. That UK normally aspirated relationship lasted around 2 years…. until that day when I saw her. The next level.

Up for sale came a mint black 1994 Jap spec T-Bar Turbo.

Mildy tuned, with some interesting body parts bolted on. I

2STORY WRITTENBYscottbarton

had no knowledge of MR2 Turbo’s, I had read some of the articles online from other members, but other than that my experience was all normally aspirated.

So a short phone call later, I was heading North, with a deposit in my pocket to go and view.

I recall they day now. Sitting in Jon Millar’s front room, with a box load of receipts, full service history from Japan, pictures of the car on the dock, and history from the previous owner Jason Croft. Both long-standing respected club members.

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We went out on a short drive… and I fell in love. The noise, the power, the stance.. it was all of my N/A and more.. much much more! Deposit was swiftly paid, and collection was arranged.

AndhereIamnearly 20yearslater.Recalling

the moment we were introduced. For a short time I owned both cars. But the UK car was being used less and less, until finally I decided to part company.

The new car was so addictive. With her genuine and rare Autopista side-skirts, rear bumper and TRD spoiler, she turned heads wherever we went. The HKS dump valve, Blitz Suspower induction kit, Blitz boost controller and water/ methanol injection gave her the grunt and response.. and boy was she quick.

Back on the Yahoo! groups page I started to research modifications on MR2 Turbo’s.. the choice and options were endless.

On went a Dastek piggy back ECU to eek out a few more horsepower, fuel cut was by-passed, off came the stock exhaust and a bespoke ‘Hayward and Scott’ full system went on, removing the catalytic converter in the process… more horsepower gained.

Next up, the stock intercooler made way for a Greddy IC complete with Spal fan.

A rolling road session was booked soon after and she was re-mapped. Brembo bespoke calipers and discs were sourced 82

from Red-Dot racing, now she had the stopping power to match her engine power. TEIN suspension was then fitted complete with EDFC. More gadgets to play with! A carbon fibre Border bonnet and Bomex front bumper were then fitted.

A few years were spent at more shows, more track-days including an epic trip to Spa Francorchamps, MR2 life was good… and then it happened. It was late 2006 and the head gasket decided enough fun was had… and it decided to fail.

I contemplated selling up, breaking her for spares and moving on. But we had that connection, something deep inside urged me to bring her back, bigger and better than before. A connection that all passionate car loving owners all get.

I recall watching Top Gear at the time and Jeremy Clarkson quoted: “It’s what noncar people don’t get. They see all cars as just ton and a half, two tonnes of wires, glass, metal and rubber. That’s all they see. People like you or I know, we have an unshakable belief that cars are living entities. You can develop a relationship with a car. And that’s just what non-car people don’t get.”

So I bought an old Vectra Sri as a daily runner, took the MR2 off the road and spent the next year importing all manner of engine parts from Japan, filling the boot with HKS Cams, pulleys, valve springs, head gaskets, belts, more TEIN suspension parts, six DEFI gauges

with pillar and centre dash mounts, a Garret GT28RS Turbo, SARD injectors, Walbro fuel pump, ACL bearings, Apexi PowerFC… the shopping list was endless.

Finally, the day came when the flat-bed trailer arrived to transport her and all her new internals to Rogue Motorsport for them to work their magic. The brief was simple. I wanted a 350bhp+ car, running a safe level of boost.

Ten slow weeks went by to September 2007 to JAE at Peterborough’s East of England Showground. Patrick Mortell of Rogue Motorsport was showcasing his cars, and had hired a car transporter to get them all there… and within the collection, my freshly-built MR2 Turbo.

It had been nearly 18 months since I had driven her, and over 10 weeks being carefully put back together by Matt Wishart and Patrick. A few more options had been taken along the way too, including a lightened and balanced crank, a fresh paint job on the rocker cover.

Shewasback!

A few weeks of running in later, I visited Rogue for the mapping session, and a comfortable 347bhp was obtained. Very nice indeed.

Theloveaffair… andfurther modifications…continued!

Next up was a 50-shot Wizards of Nos Nitrous kit, taking power up to the realms of 400BHP at a flick of a switch, Carbon fibre Ganador mirrors were fitted, and various other cosmetic parts.

Fastforwardto 2009...heavily involved in IMOC by this point and elected club chairman, a team was put together for an entry into ‘Ten of the Best’.

I have never competed at any motorsport before so this was a great experience.

There was a handling course, a topspeed run and a quarter-mile run. Great experience and the car handled beautifully.

Unfortunately on the top-speed run, the clutch started to slip. This paved the way to the next big modification.

The old performance clutch was stripped out, a spare E153 gearbox sourced, and all the gearing parts to make the taller final drive modification. Nathan Freke of Century Motorsport, and current world record holder of the MR2 1/4 mile run, agreed to build my new gear box for me, along with a Helix 6 puck Ceramic clutch, and Fidanza flywheel. A trip to his workshop and the transmission was upgraded to suit the power being laid down by the fully-forged engine.

The car was advertised only a short few weeks before a deposit was paid, and in January 2011 she went off to her new home.

Seeing her drive out of my garage, in the hands of someone else … I felt numb. I had owned this car for nearly 10 years, a big chunk of my life invested into the soul, heart and bare metal of the car, I knew every sound she made … she was a part of me. What had I done!

I brooded over the decision for a while, and to take my mind off it bought a 1990 Peugeot 205 Gti, 1.9 which was in need of some TLC. A full 18-month restoration project took place to bring the car back to its former glory…. but it was not the same. I missed the boost, the speed, the feel of my MR2.

So, in April 2013 I decided to send an email to the chap that bought her. In the two years he had owned her, he had done less than 1000 miles … and was looking to sell!

My heart jumped and before I realised what I had done £100 was sent to him for a deposit… with an agreement that I would get the cash together in the next few weeks! I kept it a secret from the wife (she hated the car with a passion and was glad to see the back of it when I sold it), and the day after we got back from a two-week break in the Canary Islands, jumped on a train and I was reunited with MY MR2!

Seeing herdrive outof mygarage, inthehands ofsomeone else… ifeltnumb.

Ihadowned thiscarfor nearly10 years,abig chunkofmy lifeinvested intothesoul, heartand baremetalof thecar, Iknewevery soundshe made…she wasapartof me.Whathad Idone!

Icouldn’tbelieve howluckyIwastobe reunited…

however that feeling was short-lived when I pulled up at home… a week later the wife eventually started to talk to me again!

A further year of trouble free motoring was then had, before something very strange happened. She started to spend more and more time in the garage. With a young family by this point, a wife and two young sons, time was being spent away from my first love. And then, in the winter of 2010 took the ultimate decision that I would sell her. Looking back now I shudder at that decision.

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Andsoonto2020and

present day. A lot has happened since that day in 2013. Seven more years of fettling and modifying, a few more track days, a lot more car shows but no further engine changes. However a pristine set of Super Advan Racing Ver2 alloys professionally refurbished by James Mean were mounted shod in Toyo R1R tyres, a mint set of Recaro SR3 Confetti seats with matching door cards, a new Key!s racing steering wheel, a new TRD front and rear brace set, and a new set of low rise Rogue quad headlights fitted to enhance her appearance.

Last year, 2019, she made the pilgrimage to Le Mans, wearing race stickers, she mixed with the best Ferrari’s, Maserati, Porsche and other exotics, even been short-listed for ‘best in show’ at one of the local car shows. An incredible experience, and a real crowd-puller, especially when the engine bay was opened and the boot revealing the Nitrous kit.

Sowhat’snext.

The car, in my opinion is now finished.

She is exactly where I want her to be. The only things I am doing now is replacing parts I fitted on her over 15 years ago!

Most recently the Apexi RSM, which was on the car when I bought her in 2002,

Engine

with the world access via social media, friendships have been forged over our shared love of the Toyota MR2.

Original weathered door rubber trim has been sourced from Toyota and replaced, along with all exterior plastics. including a brand new set of Rev3 tail lights. A new JDM windscreen fitted in 2019 completed with bronze sun strip tint was literally the icing on the cake.

MR2Ownership, infactcar ownershipin generalfor all,isaspecial thing.

Itbringspeople together.

I enjoy the fact I can just get in her and drive, attend the car shows I want, meet up with my MR2 mates, some of which I have known for close to 20 years. And of course helping to organise the likes of Japfest at Silverstone on behalf of IMOC and MR2DC, and JAE where we have enjoyed success over the years, with trophies for best club stand, and best cub activity. I am still chairman of IMOC, and more recently a director of the MR2DC.

WillIeversellagain?

Who knows… all I do know is that it would have to be a VERY special car that would replace her.

I have met some great people over my years of MR2 ownership, many I consider some of my closest friends. Road trips to Belgium, France, Germany and all over the UK, along HKS Adjustable cam pullies

Dyno’d at 346bhp without the Nitrous system and 320 ft/lb....

Fully Forged engine build by renowned MR2 specialists Rogue Motorsport Engine build spec in excess of 400+bhp.

HKS Fine tuning belt HKS Headgasket HKS SSQV dump valve HKS Valve spring set K&N Filter

ACL Big End Bearings

Lightened/balanced crank

ACL Main Bearings

Magnecor HT leads

Apexi Power FC with hand controller

Revotec Silicon water hose kit

Apexi G-Sensor

KO Racing polished Engine bay fan kit with gas ram kit

Apexi Rev speed meter Apexi turbo timer

SARD 800cc injectors

ARP Head stud set

TRD coolant cap

ARP Main stud set

TRD oil cap

Attain accelerator pulley Blitz DSBC (Dual Solenoid Boost Controller) TRD Strut braced front and rear

TRD Oil Filter Walbro Fuel pump ‘Wizards of Nos’ Nitrous system (50 Shot)

Chromed Engine heat deflector shield

Wossner Forged Pistons

Chromed Manifold heat shield

Gearbox& Transmission

Copper contact dizzy cap Oil catch can Eagle Con Rods ERL Aquamist Water/Methanol Injection Custom boot install

failed. A new unit was sourced from Japan and was literally plugged into the existing wiring loom and plug. Thanks Apexi for not changing the plug or loom after 20 years!

Rev 3 gearbox rebuilt with taller final drive mod by MR2 specialist ‘Century Motorsport.

Fensport Helix 6 puck clutch

Garret GT28RS Turbo

Fidanza lightened flywheel

Greddy InterCooler with 7 inch SPAL fan

TRD gearbox mounts

HKS 264 duration inlet & exhaust cams

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Bodystyling *Rare & Original* Autopista rear bumper *Rare & Original* Autopista side skirts Aeroware Carbon fibre front lip Border carbon fibre bonnet with bonnet pins Genuine Rev 5 spoiler Genuine Ganador wing mirrors Carbon Fibre rear centre panel USDM ‘Turbo’ badge Brand new JDM ‘Kouki’ tail lights imported from Japan Brand new window trims sourced from Toyota Rev 6 Twin headlights JDM sourced new windscreen with bronze tint sun strip

Suspension Tein Flex EDFC Tein pillow ball torsion rods Whiteline front & rear ARB’s (Fitted July 2010) Powerflex engine mounts (Fitted July 2010) As new TRD front brace As new TRD rear engine brace

Dyno’dat346bhp withouttheNitrous systemand320ft/lb....

Brakes&Wheels

SCOTT BARTON

94REVISION3TURBO TRD quickshift TRD gearknob

Genuine Brembo 4-pot calipers on front

DEFI gauges x 6 (Oil pressure, Oil Temp, Water

Custom H&R front spacers

Temp, Fuel pressure, Boost, EGT)

Red Dot 330mm big discs all round

DEFI controller

Braided brake lines

Genuine BLITZ dash gauge pod

Dot5:1 fluid

3 x gauge pillar pod

Fully refurbished 17” Super Advan ‘Version 2’ Alloy wheels.

MR2 Dandism mats

255-35-17 Rears Toyo R1R Tyres 215 -40-17 Fronts Bridgestone RE050A Tyres

Interior Air Conditioning (Condenser rad replaced and system recharged/commissioned)

Security&ICE Toad Ai606 alarm Kenwood DAB ICE with iPod connectivity Uprated speakers throughout Rockford Fosgate Amp

EL Glo Blue dials

Custom Rockford Fosgate speaker and

Recaro Confetti seats

enclosure behind passenger seat

Matching Recaro Confetti door cards LED lights Carbon fibre trim to doors & glovebox Custom lined storage box Key!s Racing steering wheel

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BLASTFROMTHEP T

he last time we were in MR2 Only was towards the end of 2010 where I kept you updated with the progress of the MR2 owners and drivers in the Toyota Sprint Series as well as our ongoing sprint car journey. Time has passed and a lot has changed but a lot has stayed the same!

We have the same MR2 (Humphrey) although been through a number of engines, forced induction and 2 liveries.

The Sprint Series is still running albeit now as a sub series in the Javelin Track-days Sprint Series. Javelin being the organisation and management of the track side operations from the very first sprint.

Comingoutofthe paintshop,thecar waspossiblyalittle moreontheorangeside thanoriginallyplanned, butis‘tooorange’ever abadthing?

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PHOTOS:NorwichPhoto,XtremeMot

PAST-HUMPHREY Vix ‘retired’ after the 2012 season but Phil is still going and going well! Only his results are shown because Vix was never competitive! She had fun and managed to keep a hand in at the events by volunteering for the Toyota Series as Driver Liaison and working for Javelin for a number of years as Paddock Marshal.

After a successful and enlightening first year of sprinting, the first major mod undertaken was the conversion of the n/a MR2 into a Supercharger. Those of you familiar with the marque will be aware this is not an unusual or particularly challenging mod in itself – the supercharged engine being available and fitted to cars on the Japanese and North American markets.

The main challenge in the UK is therefore finding a decent one for sale.

torsportsPhotography,&PistonbrokePhotography

WRITTEN BY VIX CUTLER

2010 TRACK

CLASS POSITION

OVERALL

Rockingham 3

13

Barkston Heath

20

4

Sculthorpe 3

16

Barkston Heath

11

2

Woodbridge 3

13

Blyton Park

15

2

Overall 2

9

Two new venues for us this year, Sculthorpe is the traditional ‘airfield’ circuit, and Blyton Park which was a bit of an evolution from a basic airfield circuit, having actual corners rather than ones defined by cones!

TWOBIGEVENTS

2010 saw two big events for us, mainly off track. We got married in February (Yes we did plan this to not coincide with any race dates) and of course Humphrey played a part! Then with the money given to us as wedding gifts we paid for the first major livery on Humphrey. This was a design we had in mind for a while. It’s based on the ‘Sherwood toning’ bodywork style of two colours, we always knew the base colour would be black, with ‘something lairy’ as the main colour. We were torn between the ‘Dyno Rod’ fluorescent red and a similarly bright green, however in the end the red/ orange won over, mainly because orange is Vix’s favourite colour!

ORANGE

Coming out of the paint shop, the car was possibly a little more on the orange side than originally planned, but is ‘too orange’ ever a bad thing?

This season seemed to be fairly uneventful on track. Vix struggled with the gearbox at Rockingham, leading to Phil making a change before round 2- a 5.5 hour gearbox change was a pretty good time, but as you’ll see, Phil becomes an expert at this. We did have to bodge it at round 2 as there was a loose boot on the gear linkage cable, and also at round 2 we were concerned about the power.

We had no time between round 2 and 3 to sort this due to the respray prep and were still concerned with the power at round 3. Similar situations happened in round 4 and 5, not really anything too symbolic but nothing to write home about either. However Phil managed a cracking final round, his rain dance paying off to give him the upper hand and earning the ‘Hard’ Charger’ award, which is one of the most coveted trophies at the sprints!

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2011 TRACK

CLASS POSITION

OVERALL

Rockingham 2

15

Woodbridge 2

12

Barkston heath

10

1

Cottesmore 2

10

Croft 2

25

Blyton Park

11

2

Overall 2

9

ENGINEREBUILD

At the start of the season we decided to get a professional involved and send the engine off to be rebuilt. We also attended a club Rolling Road day at the local tuner, where we managed 161bhp which is an expected power output for our setup.

Two more new venues this year, Cottesmore, another disused RAF airfield and the longest lap ever seen in TSS, I think it was nearly 3 miles! We also visited Croft, somewhere we’ve always wanted to visit and it’s been a firm favourite ever since.

I guess Croft should hold bad memories from us, but you’ll see how it redeemed itself later. The last two events for us were where things really started to fall apart, a bad electrical connection in the SC clutch left us running with what was in effect a very low powered n/a. Then at Blyton the lightened flywheel failed. Not a common failure but this was a standard flywheel which had been machined to lighten it (not by us!) in a way that, in retrospect, had weakened it too much, we’d had a couple of years use out of it before it cried enough and now use an unmodified standard one

2012 TRACK

CLASS POSITION

OVERALL

Woodbridge 1

18

Blyton park

2

16

Barkston Heath

1

11

Croft 1

12

Snetterton 2

14

Overall 1

11

We were so happy to finally have Snetterton on the calendar as it’s on our doorstep! It remained a staple although for the first few years we ran on the 100 circuit only.

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‘FEAM’MK1TURBO

On a ‘team’ note, there was another addition to the fleet, a popular car in its own way, a Mk1 MR2 turbo track car, named FEAM by its followers. We had competed against this car in TSS for a few years, as well as prior owners of this car using it in various series’.

We were told by the previous owner that they were going to break it, given a list of parts and asked if we were interested in any of them. After a quick look we decided it would be better if we just asked for a price for the whole car and the deal was done. We’d be getting a rollcage, fibreglass panels, turbocharged 4A-GE and some nice coilovers, but we didn’t really have a clear plan for their use. Would we transplant the good bits to Humphrey or had his time come? The opportunity was too good to miss however so we loaded FEAM on to the trailer and tried to stuff him on to the already full drive.

Well actually we already hired a lock up so he lived there!

Whilst we were pondering however, the season was under way. Vix had a serious ‘off’ in round 2, damaging some front bodywork – got to get that in there as she will never forget it! This was one of our less developmental seasons, considering what to do with the new car, so there is less to write about here. Also not a lot broke either so we had quite an easy season!

2013 TRACK

CLASS POSITION

OVERALL

Blyton Park

2

14

Woodbridge 2

13

Barkston Heath

1

9

Blyton Park

2

13

Croft 1

6

Snetterton 1

9

Overall 2

9

This was Phil’s first year of being the sole driver and losing his ‘tyre warmer’ aka Vix although this does mean less pressure on the car as a whole too. It was also our last year at Barkston Heath, although we didn’t know it yet. We loved that little venue.

At the first round a knock from the bottom end finished the day early. Upon investigation, Phil discovered this was a worn big end and replaced the bearings in situ – on the driveway!

After that we had an uneventful season, Vix was working for Javelin so keeping herself busy and Phil was getting more competitive.

2014 TRACK

CLASS POSITION

OVERALL

Blyton Park

1

8

Woodbridge 2

10

Blyton Park

17

1

Snetterton 2

10

Croft 1

5

Rockingham 3

10

Overall 1

5

ONELASTDRIVEATROCKINGHAM

This season saw us return to Rockingham after a few year’s break. I’m glad we got to drive this one last time.

You’ll notice lots of visits to Blyton Park, this is one of those circuits with multiple layouts so we do get a slight change when we revisit. The track has really evolved as a venue over the years too.

We had decided after a review of both the MR2s bodywork that we would keep the Humph’s chassis and transplant the good bits of Feam over – yay! The first item to make it over was that rather ridiculous but effective rear wing. And at the end of the season Phil finally put the cage in. It’s not a requirement of the series to have a cage in all classes but it’s an important and recommended safety feature.

2015 TRACK

CLASS POSITION

OVERALL

Snetterton 2

17

Blyton Park

8

2

Woodbridge 2

10

Croft 1

12

Blyton Park

2

11

Cadwell Park

1

23

Overall 2

11

SPAFRANCORCHAMPSROADTRIP

A fun road trip was had before the season start. Towing the race car to a little place in Belgium! It was rather a challenge as Phil had to drive the full journey, due to Vix not having a trailer licence. However, it was worth it. Spa Francorchamps is such a fab track and we had some epic weather. We arrived to a pile of snow in the paddock, which had melted by the end of the 2 days we were there. We had some excellent track time, and steak of course!

Following the Spa trip Humphrey got a nice upgrade.

Over the winter Phil had built what is sometimes referred to as a ‘frankenbox’. This essentially means taking 3 different gearboxes from the same ‘C series’ family as is usually used on the Mk1, stripping them down and combining them into a 6 speed with an LSD that is a straight bolt in replacement for the standard 6 speed.

The 2015 season saw our first visit to Cadwell Park, another track which was great to drive. Other season staples remained, with the wettest Snetterton ever opening the season.

It was all going fairly steadily until Phil had a close encounter with the tyre wall at Cadwell, due to a nasty combination of old, worn tyres and a cold, wet track although nothing a bit of gaffer tape can’t fix! The bodywork itself was looking a little worse for wear. The overall plan of keeping the car covered had not worked due to the purchase of Feam, so fluorescent paint was left out in the elements meaning some significant fading. In some areas the car was nearly white.

2016 TRACK

CLASS POSITION

OVERALL

Blyton Park

1

14

Blyton Park

1

5

Woodbridge 1

7

Anglesey 1

6

Croft 1

4

Snetterton 1

4

Overall 1

5

The somewhat poor showing in the final round of 2015 was sufficient motivation to finally look at adding some more power. As mentioned earlier, when we bought FEAM it came with a turbocharged 4A-GE. In reality this was a well sorted 4A-GZE (Supercharger) engine with the supercharger replaced with a turbo by the previous owner on a bit of a budget. He had then given up on the eBay special turbo and bought a proper GT28 from an S15 Silvia but then lost interest in the car before installing it. As such much of the original installation had to be completely reworked to a standard I was happy with.

FORAYINTOTURBOOWNERSHIP

This was Phil’s first foray into turbo ownership so there was a lot to learn. We essentially started with a suitable low compression engine, an exhaust manifold (Always a difficult part of the puzzle to obtain when doing a 4A turbo conversion on an AW11, there are plenty available for AE86 Corollas but none of them fit the MR2 engine bay where the turbo needs to mounted lower down) and an aftermarket Omex ECU which had run the engine in its previous configuration but had a rather sketchy looking wiring loom with it. A busy winter included reworking coolant feed and return lines, oil feed and drain, wiring, fabricating a downpipe to link the turbo to the existing exhaust, fabricating a boost pipe and finally installing the Celica GT4 chargecooler setup Phil had been talking about doing for years (We’d been carrying the pump around as ballast for a few years by this point!). Finally after countless days of work and a couple of weeks before the start of the season we turned the key. And it started. And it smoked. And the smoke got worse…

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As mentioned already, space limitations mean that the turbo needs to be mounted pretty low down in this conversion. When the turbo uses gravity to drain the oil and you have very little height difference between the outlet and the oil level in the sump it can be tricky to get this right and we obviously hadn’t, the turbo was flooding with oil which was making its way into the exhaust and burning off. Whilst we probably could have had another couple of attempts at re-engineering the drain and sump it was decided that we’d use a scavenge pump and return the oil to the head, eliminating the issue altogether. The problem was we didn’t have time to get the parts and make it happen before the start of the season so for round 1 we took the unorthodox approach of removing the turbo and manifold altogether, sticking n/a parts back on it and effectively running a low compression n/a for 1 round. If nothing else we’d have a chance to prove out the ECU and wiring.

SINGLEFIGURES

You’ll notice that the overall figures after round 1 have rapidly gone into single figures. And that’s what happens when you install a turbo! With the turbo now draining properly the performance was transformed from the supercharged days even though at this point we hadn’t even touched the map from how it had been running with the eBay turbo. Oh and it makes whooshy noises which always puts a smile on your face. Unfortunately whilst the class results look great, they are mainly due to lack of competition. The series overall had started to reduce in numbers somewhat.

We weren’t sure about the new venue on the calendar.

Years ago we had done a trackday at Anglesey. It took us 8 hours to get there and we broke at the end of the first day.

However, despite another long journey, the track was well worth it and we do look forward to our visits to this circuit.

Croft 2016 also saw another evolution in the appearance of Humphrey with a long standing plan to run wide 13” wheels and tyres finally being realised. This also necessitated the addition of bolt on arch flares giving him a much more aggressive look to go with much improved grip At the end of 2016 we attended a rolling road day, as we hadn’t yet had the turbo’d engine on the rollers or properly mapped. The readout was 224bhp, not bad but also showed that a proper map should be on our list.

2017 TRACK

CLASS POSITION

OVERALL

Blyton Park

1

8

Croft 1

1

Kendrew Barracks 1

4

Anglesey 1

4

Cadwell park

19

1

Snetterton 1

4

Overall 1

3

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At the start of 2017 we took the car for mapping and this resulted in a power reading of 267bhp –a much more acceptable figure.

2016 was the last visit to Woodbridge. The thing with MoD owned venues is that sometimes they want them back to put tanks on or land planes on them!

Fortunately, they’d got fed up of doing that at Kendrew Barracks (RAF Cottesmore) so we went back there instead. Whilst there is a bit of a split with sprinters about the airfield tracks, they do offer a bit of a challenge and they also help the organisers split costs a little more effectively. Other than that, it was great to see Cadwell back on the map as well as other old favourites.

ACHALLENGE,ANDANEPICTRIP

A big challenge for us is that we had another Spa trip planned, but this was 2 days after the first sprint, which meant an epic trip planned of Norfolk – Lincolnshire – Belgium. Thinking about the longer straights at Spa and the higher power of the car now, Phil had installed a gearbox with a longer 6th gear which meant this would be used for the first sprint also. Well things didn’t go to plan and the gearbox ate itself during the Blyton sprint (A snap ring was missed off during reassembly, allowing the 5th/6th synchro hub to move along the shaft). This resulted in Phil putting the car back on the trailer after 1 run, driving 3 hours home, refitting the usual gearbox, reloading the car on the trailer and then meeting VIx at the hotel where we were staying overnight ready for an early start before our crossing and drive to Spa. Whilst in Belguim a whole host of other little gremlins came out to play and it was a really challenging time. Phil had to be towed off the track twice after the car cut out in the same place. After the second time it wouldn’t restart so as it was getting towards the end of a stressful couple of days it was dumped on the trailer to be looked at later.

Further investigation revealed that the reason the car was cutting out was because the crank pulley bolt had failed and the pulley was moving around on end of the crank. Proximity to the chassis rail means that there was no way it could part company with the engine, but it had resulted in the pulley wearing through the wiring for the crank sensor.

HIGHESTEVERPOSITION

Once these niggles were sorted, Phil had the best day ever at Croft at round 2. He finished in his highest ever overall position – 1st! This also saw him earn the Hard Charger trophy, people were especially impressed by his comeback from the horrors of round 1.

As a reward, we decided it was time Humphrey had some new clothes. Fluorescent paint really is high maintenance so we decided whilst we would stay orange, we would go for a bright but flat colour. We don’t have the space for a spray booth but Phil fancied trying his hand at wrapping. He did an excellent job, considering most of the big panels were done on the driveway and some in the living room!

MECHANICALGREMLINS

This season was a really challenging one with some kind of mechanical gremlin at every round. In the final round, we were using a lot of coolant pointing to some more serious engine issues that would need attention over the winter. Despite all of the issues the season as a whole was a success, resulting our first top 3 season finish.

2017 also saw us say goodbye to Feam. Having harvested his good bits, the plan was always to get him to a running, trackable state, but we just never had the time. He is still out there somewhere!

2018 TRACK

CLASS POSITION

OVERALL

Cadwell Park

1

4

Three Sisters

1

3

Blyton Park

1

3

Kendrew Barracks 1

2

Anglesey 1

6

Croft 1

4

Snetterton 1

5

Overall 1

2

2018 saw another new and interesting venue, the Three Sisters circuit in Wigan. It’s basically a kart track so we were interested as it looked like it had the challenging twistiness of Barkston with some 3d element to it too. There was also a change in format here, with the competitors of the Toyota Sprint Series now running with other Japanese cars in the Javelin run Japanese Sprint Series. A necessary move in order to keep the TSS running with its lower numbers.

Prior to the 2018 season we had the coolant loss issues to address, this resulted in the head coming off the engine and although no obvious issue was found, once reassembled with a new gasket it seemed better although fate ensured that we were never able to find out whether or not this resolved the issue. An innocent spin at the first round at Cadwell park caused by taking too much speed into the gooseneck left the engine

making some very nasty noises on the way back to the paddock. Later investigation showed that the ceramic tip had cracked and broken off into the cylinder destroying the head and piston. Our best guess being that the plug had maybe taken a knock during the winter maintenance and that the forces of the spin had been sufficient to finish the job.

With a replacement engine fitted we were able to complete the season and improve to second in the overall standings.

2019

Track Class position Overall Cadwell Park 4 18 Three Sisters 1 3 Anglesey 1 2 Kendrew Barracks 1 3 Blyton Park 1 4 Croft 1 3 Blyton Park 1 1 Snetterton 1 1 Overall 1 2

THECURSEOFCADWELL

The curse of Cadwell Park strikes again. We arrived a day earlier and signed on for some trackday laps to have a bit of a shakedown. All was going well until the turbo failed.

Despite attempts to source a replacement at short notice our day was basically over before it began.

Demonstrating once more the camaraderie and overall niceness of the TSS competitors, Phil was offered a few laps on the day in a competitor’s Celica. Whilst he was careful, and by no means competitive, this kept up Phil’s 100% attendance record in TSS. A new turbo purchased and fitted by round 2, we had largely uneventful remainder of the season, barring a couple of unrelated alternator issues, Phil now being a regular podium contender and finishing the season in style with back to back first overall at the final two

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MODIFICATIONS

rounds. Vix decided that she wanted a break and ‘retired’ from her role at Javelin although not her TSS role. This does however give her spare time at the sprints, how could she fill this?

This is a shame because Phil has been working incredibly hard on some modifications! The front end has been remodelled significantly, with the addition of a splitter and airdam as well as repositioning the radiators, cutting the bulkhead behind them and fabricating a duct running straight through the frunk, venting through a hole in the bonnet and smoothly up the windscreen.

2020 and beyond TRACK

CLASS POSITION

OVERALL

Blyton Park

Event Cancelled

n/a

Snetterton

Event Cancelled

n/a

Anglesey TBC

TBC

Three Sisters

TBC

TBC

Croft TBC

TBC

Cadwell Park

TBC

TBC

Overall TBC

TBC

MERGER

An early announcement in 2020 saw another change in format, as Javelin were now merging their Japanese Sprint Series with their all make series. The Toyota Sprint Series still exists, we will just be in the paddock with many other makes and models. The series as a whole has an excellent relationship with Javelin as well as the fellow competitors so this should be fun. I say ‘should be’ as at the time of writing, two events have been cancelled due to the Covid-19 restrictions and it is unclear when we will be out on track again.

Also, because Vix has now got some time on her hands at the circuits she has been considering driving again.

She has a few health concerns which have been the reason for her not driving these past few years, and the car has significantly evolved in the time she has been out of it. Her first challenge therefore, apart from managing to get over the roll cage, would be driving the car on track.

Fortunately, just before the circuits were closed, she managed to get out on a trackday. This was also a test of the new aero, albeit in plywood form. Two good results then, Vix can manage the car in short bursts – ideal for a sprint, and the splitter did not shatter over the first kerb. Neither did we take off! In the past few weeks Phil has been preparing the splitter in carbon ready for some track action. So now all we need is the circuits to be open again and us to be allowed out

ENGINEEREDPERFORMANCEPARTS&SERVICE We specialize in the improvement of the Toyota MR2 primarily, though we have experience on a wide variety of automobiles. Kris Osheim’s extensive tuning & remote tuning experience has taken him worldwide, Africa, Europe including flying to England to help work on Nathan Freke’s World Record MR2 in 2018.

TURBO KITS | EXHAUSTS | DOWNPIPES | INTAKES | ENGINE MANAGEMENT FUEL SYSTEMS | FABRICATION IS OUR SPECIALITY | REMOTE TUNING

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Telephone +00 503-496-0563

+00 Fax 503-496-0563 Email: kris@koracing.net or sales@koracing.net

Whether you are looking to simply restore your MR2 back to its former glory or increase its performance, efficiency or styling, MR2 HEAVEN is here to help!

PARTSFORYOURMR2FOUNDNOWHEREELSEINTHEWORLD! In addition to offering replacement OEM and other quality aftermarket parts, we currently design, engineer and build our own replacement and add on parts for the MR2.

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HISTORYREPE T

en years ago having ended publishing MR2 Only Magazine, I thought it was time to sell up and move away from MR2s. Having owned twelve since 2001, a mixture of all marques, I felt it was time for something different. I’d accumulated quite a collection of MR2s that I loved. I found new owners for my Mk1 Track car, black Revision 2 Turbo, and the Hass turbocharged Roadster. I thought at the time that it was the right thing, but oh did I live to regret it.

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EATINGITSELF Over the next few years my life changed, and so did my focus, I married, became a family man, and I admit I cheated on my love for the MR2, flirting with Impreza’s, M3’s, S4’s, and S5’s. However, the yearning never went away, and the allure of Ebay, MR2 Facebook groups just kept on calling me.

My last Rev 3 turbo ownership ended very badly, leaving a very bitter taste. Suffering piston ring land failure, and then worse still, having spent time and money on a forged build it grenaded itself again, I lost heart and couldn’t face a 2nd rebuild. I stripped and sold it.

Fast forward 6 years to March 2016, and I succumbed to the allure, gave into temptation. I set off on a road trip own South with my late Father, and my son Ollie, and returned a few hours later with a 93 red revision 2 Turbo T-bar, owned by one UK owner, an elderly lady. That return trip with my then 3 year old son Ollie as Wingman, I can only describe as ‘epic’ Sliding into that low slung MR2 cabin is like slipping into your old and worn out armchair, wearing your familiar comfortable slippers. I felt happy again, at one, enjoying driving. Whether I like it or not, it would appear that MR2s ‘are in my DNA’.

Out of the blue, there she was, advertised on one of the MR2 Facebook pages, 1994 Rev 3 Turbo, T-bar, black, standardish with Enkei RPO1’s. Car came with some history of MR2OC ownership. A trip to Wigan was arranged, and a viewing that almost caused some marital upset, test drive and a deal was done.

As much as I loved the Rev 2 Turbo, and it was my return to MR2 ownership, it didn’t quite tick all the boxes, and it was a black Rev 3 Turbo I really wanted. Maybe its because I had some unfinished business and never quite got over my previous ill-fated Rev 3 Turbo.

HEREWEGOAGAIN...

A week later I drove M6 southbound having collected the Revision 3, loving every minute. This time with my daughter Evie side saddle. The car was a bit rough around the edges, but a sound platform for my plans. I thought I’d factored in what would need to be done, negotiating what seemed on the surface to be a fair price.

Trip home uncovered a few more issues that I’d need to investigate further, hitting fuel cut, and one or two un-toward noises. The subsequent weekend of cleaning and tinkering uncovered yet more issues than initially anticipated, including quite a nasty oil leak.

I was in the fortunate position during this return to MR2 ownership that this would not be my daily driver, and made a plan to tackle each area of the car in turn as and when I had the time, and more importantly the budget. First I needed to sell the red Rev 2 Turbo, as having 2 MR2s on the drive this time, was not acceptable!

First job was to get the 17 inch Enkei wheels refurbished.

No one would touch the original black/blue combo, so they were powder coated gloss black and the blue rim was cleverly replicated with vinyl with new Enkei logos.

I also took out the nasty Lockwood dials, having sourced a replacement standard set of dials, and happened upon quite a nice boost gauge upgrade, finished with blue LED, along with the heater panel and a custom Alan Bryson 3 gauge pod with Prosport gauges.

SlidingintothatlowslungMR2cabinislikeslipping intoyouroldandwornoutarmchair,wearingyour familiarcomfortableslippers.

Ifelthappyagain,atone,enjoyingdriving. whetherIlikeitornot,‘MR2sareinmyDNA’

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By this time, I’d sold on the revision 2 MR2 so released the funds to gather more parts. From taking the MR2 for an MOT, I knew the front struts were leaking, so took the decision to go with BC coil-overs all round with a plan to lower the car by 30mm. The over boosting issue and fuel cut and was becoming pretty much un-driveable, and with past experience really worried me.

I entrusted the services of good friend and Toyota specialist John French of JPF Performance Toyota, and made the trip from Stoke to Droitwich with the car laden with parts I’d accumulated over the last few months.

MORETHANI’DBARGAINEDFOR, BUTI’MTOOFARINTOITNOW...

In the next few stressful days, myself and John were pretty much connected by phone or message constantly as he uncovered more horrors in my car than I’d anticipated.

Unfortunately the oil leak I thought was just the cam cover seal, or distributor seal, was a lot worse than anticipated. Oil was haemorrhaging from multiple seals. It was following a lengthy call to discuss the best way forward, that we decided that rather than guess, replace and chase the oil leaks around the engine and hope for the best, was to remove the engine, and replace all of the seals with a complete Toyota seal kit.

As the engine was out now, it made sense to bite the bullet and replace what other parts and upgrades I could afford within reason. My budget was blown apart completely. More horrors were unearthed of botched work by others in the cars past, so the decision to remove and strip down was confirmed to be our best move.

Full genuine Toyota oil seal kit was fitted, and made perfect sense with the engine out to replace water pump, timing belt, idler bearing and tensioners for future peace of mind.

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The de-cat downpipe had seen better days, cracked and was missing a bolt, so had been blowing. Johns friend Lou Brooks of BRD (Brooks Racing Development) supplied one of his excellent stainless de-cat down pipes, along with his highly recommended shifter bushes.

With the basics covered, and many missing parts re-instated or repaired, again, not exactly budgeted for, but it made sense to replace all of the coolant and hoses. I chose the Stoney Racing kit in blue to complement my theme, which came as two kits, much to my annoyance.

Whilst it was accessible we uprated cooling with a larger aluminium intercooler, and shroud. I’d sourced an oil pressure sandwich plate sender unit from the U.S. for the plumbing of the Pro-sport triple gauge pod (from Alan Bryson) When John sent me a video clip of these working, I remember it made my day after a rough week with this damn car.

I’d also sourced from overseas a used Blitz dual solenoid boost controller, to do away with the dodgy manual boost controller, which contributed to my over-boosting issue. A dodgy plumbed in blow off valve, John was going to reroute back to standard, but the kids had always been highly amused by the ‘sneezing’ sound of the Turbo BOV, so an HKS SSQV super loud BOV was purchased and fitted.

Finally, the existing foam of the HKS induction kit had almost disintegrated, so a new Blitz Sonic power induction kit was sourced from MR2 Ben, along with some shiny custom aluminium pipework, and a fresh set of HT leads, and NGK BkR7E plugs.

Next on the list was to replace the worn out badly leaking Bilstein shocks, and replace them with BC Racing BR coilovers, lowered 30mm. Before I returned to collect the car John setup the coilovers and took the car for a 4 wheel geometry alignment.

John remarked on how quick the car was, and what a great noise it made! Needless to say my return trip home from John at JPF was a happy one, the car was perfect, it felt tight, and strong, almost like new. Credit to John’s hard work and attention to detail, he went the extra mile.

Unfortunately, and completely down to me being a cheapskate, just over a month later on a late night ‘spirited drive’ I noticed the revs shooting up at a considerable rate quicker than the speed... bugger, the extra boost dialled in had overwhelmed the worn out stock clutch.

So, car was booked back in with John, cleverly tied in with a family trip down South to avoid ear ache. Having been let down on two clutches, in the eleventh hour GT4-Play stepped into our rescue express delivering a Stage 1 Exedy clutch, with a new genuine Toyota thrust bearing from TCB Parts.

Whilst the car was dismantled again, John noticed a crack in the starter motor housing, and the CV joint itself was oddly

pierced, so replaced with new from TCB again.

phase2

With what was now a strong reliable, and mechanically sound platform, my 2nd phase was planned for the following winter whilst, the car was off the road, and to give my bank account a chance to recover... project bodywork.

In the meantime, always lured in by FB MR2 group classifieds, I just love dropping on a bargain, or rare JDM part. I found a recently re-trimmed pair of leather seats, I’d already swapped out the original falling apart leather seats for a set of fresh blue and black cloth rev4 seats. I also struck gold and found a astral black revision 5 combat spoiler courtesy of Luke Bliss (who sadly passed away).

A fellow MR2 enthusiast Alan Bryson, the guy who’d made the three gauge pods was selling up, and he happened to have a set of Greddy side skirt replicas, and a genuine

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Holy lip up for grabs. Less common Holy lip is a little less pronounced than the Greddy, yet complements the Greddy side skirts perfectly. What’s more they were already painted in 202 Astral black.

There was a bit of a drama with couriers delivering the kit, two weeks later, it eventually arrived, with one skirt cracked and damaged, and the front lip marked by the bubble wrap protection. Whilst test fitting, I’d noticed some slight bubbling in the nearside sill, and prodded it with a screwdriver to open up a 2 inch hole. Last thing I wanted to do at this stage was to cover up rust with side skirts, so a new outer sill was ordered from MR2 Ben. The car was then sent off for welding, kit fitting and painting of front lip, nose, bonnet, both sides, and the rear bumper.

By the time the car returned I’d missed the first few meets I really wanted to make, and vowed that next Spring, I’d not take her apart again!

FINISHINGTOUCHES

During winter number 3, ownership was becoming less costly and it was more just finishing touches, and general maintenance. Local friend Neil NSB Autosport fitted a Mishimoto aluminium radiator, and refreshed the brake pads with EBC Red Stuff and MTec black edition dimpled discs.

I’ve replaced the tatty looking window strips with new Toyota ones, and replaced the drivers side window regulator after it jammed, not a job I’d like to have to do again.

I always say that’s it, its finished now... but during the last winter hibernation, parts on my MR2 bucket list keep on

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cropping up. I dropped on a TRD rear strut brace in need of restoration, and then ended up inspired to complete the engine bay ‘blue theme’ removing the cam cover. Painting it electric blue, and replacing all the cam cover seals. Lastly, my latest, and rash purchase, just because it fitted with my ‘blue theme’ a Cusco front strut brace, that has tightened up the front end.

Futureplans?

I don’t really have any as such, I bought this car as a keeper ‘the one’ I never set about achieving huge power modifications, I’ve been burnt in the past and learnt the hard way. Essentially I wanted this MR2 to be quick, but driveable and reliable car. Used mainly for weekend, and summer evening fun, that I could enjoy with my kids (one at a time of course) and attend meets and shows.

That said, the car is no spring chicken, and turbo’s are generally a ticking time bomb, as I well know. I don’t really know what I’d do, whether I’d go fully built, forged. What I do know is I’d not give up and sell up again, I’d push it into the garage, save up the funds and tackle it. We’ve come way to far now! and selling both my last two black turbos was a huge regret.

Highlight of MR2 ownership was being asked last year to chauffeur a friends son to his prom. Of all the exotic motors he could have chosen, we turned up outside the prom hall in a parade, in my black MR2 Turbo T-Bar, as we pulled in Josh said ‘give it some boost’ of course I obliged.

I’ve of course rekindled so many MR2 friendships, and its nice that some of the original gang from ‘back in the day’ still have ‘2’s’

Engineremovedduetosevere oilleakandvariousserious problems,strippeddownand extensivelyrebuiltwiththe following:Toyota cam belt Hydraulic tensioner Timing belt idler bearing Water pump Inner drive shaft gaiters Thermostat Distributor shaft o ring Oil pump shaft seal Cam shaft oil seals x 2 Front crank shaft oil seal PCV grommet Waste gate gasket Timing belt tensioner bearing

PERfORmance upgrades

interior Prosport Gauges Custom Clock Cluster Gauge

Approx 300 bhp at 1.15 bar. Yet to be dyno’d

Leather Seat Retrim Momo Steering Wheel

Blitz Electronic Boost Controller

Alpine Double DIN Head Unit

BRD Stainless Down pipe - De-cat

10th Anniversary sill kick plates

HKS Super SQV Blow Off Valve Mongoose Stainless Exhaust Exedy Stage One Uprated Clutch

wheels Refurbished 17 inch Enkei RP01 Staggered Alloys

suspension&chassis BC Racing BR Coilovers

bodywork Later Revision 5 ‘Combat’ Boot Spoiler Holy Front Lip Greddy Replica Side skirts Midship Nose Badge New Toyota door weather strips MR2 Ben black toblerone delete lenses

cooling

BRD shifter bushes

TRD Rear Strut Brace

Stoney Racing - Coolant Hose Kit

IAT sensor grommet

Cusco Front Strut Brace

Uprated Side Mount Intercooler

Intercooler shroud BKR 7E spark plugs x 4

BRAKES

4 wire lambda sensor

M-Tec Black discs

Reinstate Charcoal canister plus hoses

EBC Red Stuff Pads

Mishimoto uprated aluminium radiator

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O

VER many years I have rebuilt numerous classic cars from a Triumph Vitesse to a Porsche 911S, the worse condition the better, as I love restoring lost causes.

The last one was a 73 Lotus Europa Big Valve Special that had been in a field since 1979. I promised my wife after finishing this project that it would be the last and I would buy a reliable modern classic, which would be on the road, require little work and very low maintenance costs.

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AL VEFOR RESTORING LOSTCAUSES A few months after selling the Lotus, my son, who had owned a Mk2 MR2 a few years ago, decided he wanted a to buy a Mk2 Turbo to use at weekends and car shows. He asked me what I thought and could I help him in viewing potential cars. After a few weeks we decided to import direct from Japan, as we could reasonably guarantee a fairly rust-free car.

On arrival the Turbo ticked all the boxes my son wanted... but that’s another story. The problem for me is it started an itch I had to rub.

Thesearchforasupercharger I now started to look for a Mk1, ideally in good condition, so I would just have to insure the car and enjoy driving it over the coming summers.

I had attended a few shows with the MR2 Drivers Club and spoke to a number of members about Mk1s and what issues they have, and most were very positive, except the problems of rust. During these discussions I heard the word ‘Supercharger’ and was never aware there was a SC Mk1 ever made and were very rare especially in good condition.

This sent my pulse racing as it set my mind to find a really good road-going SC.

WRITTENByGraemeNotley PHOTOGRAPHY:OVERSTEERPHOTOGRAPHY WWW.OVERSTEERPHOTOGRAPHY.CO.UK

The history and paperwork was in a large folder and you could see prior to being taken off the road, it had been looked after by a number of MR2 enthusiasts. The owner was really helpful and explained in detail what his plans were, and he didn’t want a lot of money for the car, but he would only sell the car to someone who would rebuild the car and not break it.

The parts available were extensive, with many rare parts.

I could have built two cars not one, including two sets of Recaro seats and a brand new HKS exhaust. It was like Christmas going through the boxes. The true value was at least double to what I paid.

My son elbowed me in the ribs and said buy it and he would help me! So a few days later we arrived home with a trailer and two Transits full of parts. It took weeks to sort out the boxes, but as the the previous owner promised, everything was there, but needed to be rebuilt or replaced

My search became very frustrating as very few were advertised and what was available did not meet my requirements ... until one appeared on the IMOC (International MR2 Owners Club) forum, the first paragraph went ...

‘WELLTHETIMEHASCOMETOBE REALISTICANDADMITDEFEAT’... ...Yesyouguessedatotalnut andboltrebuild.

I decided to view the car but told myself I would be only looking and not buying. On arriving the body was sitting on four wheels, but it had been repaired and repainted by a very well-known body shop. The only issues were small scratches on the body from being in storage for six years, but all the rest of the car was spread between two garages and in boxes.

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with new. I had never worked on a MK1 and as it was in pieces really, and I had not a lot of idea where everything fitted, but luckily it came with a BGB and technical papers covering the car.

I naively thought the Supercharger was a Mk1 with a supercharger fitted, but upon investigation realised that they are totally different in many areas, and there is not any real in-depth local UK knowledge, and even worldwide information becomes a fog when you go on forums.

My apprentice (Sam) helped me and we decided to use the rare parts supplied and build the car as the previous owner planned, mainly standard, but fitted with quality period modifications to enhance the look and performance of the car.

Cutting a long story short, I had every part, large or small refurbished, rebuilt or replaced by new, using specialists where required (i.e. rebuilt gearbox). The body upon inspection was outstanding and we all hear the word ‘rust free’ and you can guarantee you will find something, but upon inspection it really was totally RUST FREE.

12monthbuild

It took 12 months to get it on the road and MOT’d, and during that period we never got it out of the garage, so once back from our friendly local MOT station, the plan was to clay bar the body and polish the paintwork after six years of being in storage.

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Completed, we stepped back and realised the body paintwork was not to the standard to the rest of the car. I am OCD so it was pushed back into the garage and stripped it down again - including glass. The car was then taken down to one of the top paint shops in the area and repainted, and at the same time we put a new windscreen in.

It was the best decision I made and the car looked great. The first proper run out was the MR2 Drivers Club National, and it won ‘best modified’ at the show.

Over 30 years of restoring cars as a hobby, I can honestly say that the Mk1 and 2s are the best quality built cars I have ever worked on, as everything fits as it should and designed to do so.

You may ask how much did it cost? I have three large folders from the previous owner and myself, and I could add it up, but my wife may read this, so I am not going to say. Let’s just say I have one vice and that is restoring classic cars!

Mysonelbowed meintheribsandsaid buyitandhewouldhelpme!

Soafewdayslaterwearrived homewithatrailerandtwo Transitsfullofparts. firstdrive

The first drive after a full rebuild is always fraught with terror. Have I tightened the wheel nuts? what if the engine seizes? etc etc. But after a few miles and nothing had fallen off, and the engine oil pressure is fine, you start to get more confident. But with so many new parts, and rebuilt engine and gearbox, you need to be careful with the revs and run the car in.

After 300 miles, I have started to push the car and it feels very tight, almost go-cart feel, and the suspension is set just right, with the alignment set to the TRD recommendations. I had heard they could be light on the back, but as the supercharger green light comes on about 1500 rpm, the Yokohama tyres grip and you feel the power coming in very smoothly, with no turbo-lag and pulls through the rev range.

The car just feels right and I am able to push the car through tight bends with confidence. I am glad I choose to fit the Recaro seats, as they do make a difference and are the perfect option for the supercharger

THANKYOU

I would like to thank the following companies: Neil Jones TCB Woodsport

THERESTORATIONprocess...

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PERfORmanceupgrades HKS exhaust Fensport larger crank pulley Battery fitted in the Frunk

bodywork Woodsport buddy spoiler

interior

BOV modified

Recaro fishnet seats

Full set silicon coolant pipes

TRD gear knob

suspension&Chassis PI lowered springs with Sachs gas inserts (25mm lower) this setup was more by chance but is ideal for me not too hard but a really nice ride.

Front and rear Suspension Techniques upgraded ARB Suspension and steering fully polybushed Cusco rear strut brace Matrix Garage rear tie bars

bRAKES EBC green brake pads Woodsport supplied Mk2 non ABS brake master cylinder

HKS period boost gauge Mk1a steering wheel fitted

WHEELS 15’’ Rota Kyushu wheels with Yokahma Advan AD08 tyres

Toyotaoptionsfittedwhennew Folding mirrors Adjustable mirrors Auto door lock Middle brake light Tartan rear boot carpet

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12years

I

t has been 12 years to the month that I was fortunate enough to get a 4 page feature in issue 13 of MR2 Only.

12 years is a long time, it doesn’t feel it but then I guess it just means that I must have been busy. On reflection, I’ve got married, moved house, had 2 children and now got a dog.

That sentence in itself has just made me pause and now I feel really old, which I guess I am, having turned 40 earlier this year!

partofmylifefor18years

My family is the most important thing in my life without doubt. Everything else is just materiality.

Strangely though, with patience and hard work from my wife and through my own career, there is a small blue car that has been a part of my life for the past 18 years that still sits outside in the rain, snow and sun on my drive and fills my mind with imagination and possibilities.

I keep thinking of the Porsche 911 I always wanted as a kid but the test is;

couldIwatchmyMR2drive offwithsomeoneelse?

Notbychoice.

IfeltamazingwhenIboughtthatcar.

Itookmynowwifeoutfordatesin thatcar.

Igotmarriedtoherwiththatcar.

Andnowmykidssaytheydon’tever wantmetosellthatcar.

Thatcarhasbecomepartofthefamily.

Sowhathashappenedonit sinceissue13?Notalot,butat thesametime,lots.

Firstly I found rust on the rear sills in 2011. The car looked mint on the outside and one day I noticed a slight paint 108

imperfection in the rear of the outer sill. 20 minutes later with a screwdriver and I had a hole big enough to see something quite upsetting – rust on the inside of my structural sills!

I got both sides professionally restored and wrote an article on MR2OC and IMOC that many of you have seen which describes the process and importance of removing the dreaded ‘Cancer foam’. It needs to be removed from every SW20 in the world, it really serves no useful purpose. If you read no further then please go and take this foam out today!

collectingraRejdmparts

I started collecting some rare parts as I noticed that period JDM aftermarket parts availability was rapidly drying up.

Today the availability of such parts is almost non-existent. I suspect that like me, people aren’t selling what they’ve got.

Amongst the parts I picked up are an ARC air filter housing to replace my Apexi unit, Phoenix’s Power side mount Intercooler to replace my ARC IC, the big Greddy blow off valve that fits the PP Ceramic coated pipework and a Sheepdog Prof BOV because in my opinion you can never have enough BOV’s for one car!

The HKS SSQV2 that is on the car at the moment is staying too…

I’ve also put standard Rev4 leather seats in as they are a bit more comfortable and sit slightly lower. I am keeping my Recaro Fishnets though!

youcanneverhaveenough wheels

I changed my staggered 16” Tom’s C7R wheels which featured in issue 13 and I recently sold these to another MR2 club member who already loves them as much as I did and they suit his car perfectly. Oh and I have another set of C7R’s in both 16 and 17” should I regret that decision, you can never have enough wheels either – can you see a pattern here?

The current wheels on the car are 17” Desmond Regamaster Marquis Promada in 17x8 et38 & 17x9 et35 size. These wheels are incredibly light and it turns out highly respected across many car platforms - not something I fully appreciated when I paid £400 for them but I love the way they give the car a

son WRITTENBYrobbutcher

purposeful look. Tyres are Federal 595-RSR semi-slicks which I also rate.

The car now sits on JDM Ohlins PCV Coilovers that have been re-built, re-sprung and re-valved to suit UK roads which can be a bit rough at times. They ride really well and I am very happy with how the car performs on them and

8

MR2 Only Magazine www.mr2only.com

MR2 Only Magazine www.mr2only.com

9

CLICK TO READ original feature

When the bumpers were done it became obvious that the original paint was really tired on the rest of the car.

This led to a full respray, something that I dreamed about since first getting the car when it was 9 years old.

In order to afford it, I had to fully strip the car myself to the standard that I wanted and reassemble it afterwards. This is my preference anyway as I hate it when parts aren’t removed properly and paint is applied over joints, so the car was stripped of as much as possible including the rear quarter glass, windscreen, bumpers, trims, handles etc. New

the other chassis modifications I have undertaken over the years including, TRD ARB’s, TRD strut braces front and rear, Prothane chassis bushing all round, Eibach hub cam bolts, Tein pillow ball tension rod arms, Technotoytuning pillow ball track rod ends and Cusco pillow ball top mounts.

assembly parts were ordered from Toyota to replace those that had broken on removal.

I was super happy with the quality of the respray, the finish was mirror like and the paint colour true to its original nonsun faded self.

rustandpaint

On Christmas day in 2015 I went out to shift some snow from the car and found micro-blistering all over the perfect paint finish. The blisters stayed in the weeks and months afterwards – I was gutted.

Then I discovered more localised rust which I have to accept is the result of the car living outside in the UK for nearly 30 years. This was between the driver’s side rear suspension turret and rear firewall. I had this fixed at the same place who did the good work on my sills along with some work to the lower edge lips of the doors before the corrosion went through. At the same time I went for colour coding on the sills and rev2 splitter plus front and rear bumper resprays.

anotherrespray

The car went back for another respray in 2017 at no extra cost. The body shop assured me that all of their equipment had new moisture traps and that everything had been done according to the correct procedures. This second time they 109

isolated the original base coats with an epoxy layer in case the original base layers were causing a reaction and another great finish was applied. I got the car back and reassembled it for a second time in between family and work life, taking me another 4 months of sporadic spannering time. Another summer lost!

In January 2018 exactly the same happened to the paint. Some panels had been taken back to the bare metal, some had only been scuffed back to a keyed original base coat. The blisters happened regardless of the presence of original paint. If I was gutted before, you can imagine how much more gutted I was second time around.

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3rdrespray

The body shop gave me a choice of one final respray or my money back and I took the money and will be looking for a 3rd respray in 10 years very soon! I know how these cars go together so well now at least.

In this warm weather the blisters largely disappear apart from the bonnet and pop-up lights which is by far the worst for an unknown reason, so I have bought carbon fibre replacements as a temporary fix until the next respray. They are not my ideal choice but at least they give me the chance to experiment with the look of the car and save a significant amount of weight.

prevention

Most recently with the Covid-19 lock down, I have been sorting out the rear wheel arch wells that have been showing signs of rust around a blocked drain hole. I have treated the surface rust with Bilt Hamber Deox Gel which has completely dissolved the rusted metal layer (instead of rust converting solutions which never work for long) and I have applied Rust Buster 2 part Epoxy mastic paint and a top coat of Toyota 8J2 over. This is all nicely covered up by the rear bumper and should now last a fair few years with some luck.

Lastly I have been unblocking the drainage channels in the A-pillar inner structural boxing cavities which I suggest anyone with a T-bar or Sunroof car investigates if their car lives outside. The blocked drains were causing a water build up inside the A pillar cavities which then rises and spills out into the foot wells.

So this is the focus of my ownership for the foreseeable future. The 3SGTE engine is running well but is getting old

so a refreshing of service parts is in order and resolving any bodywork issues is likely to become a cyclic experience until I can get the garage built that the car deserves.

friendships...One thing that hasn’t changed

over the last 12 years is the friendships I have made through owning this car, an unexpected bonus of MR2 life.

Although we live a fair distance apart and don’t see each other anywhere near as much as in the days when we were younger and had less responsibility, there are 3 guys that I class as good friends, hopefully for life.

We all still own MR2’s and so we chat about them, cars in general, life and anything else.

Formethisisthebestbitof owninganMR2–youknow whoyouare…….

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E T A M I ULT

M T E E STR M

any of us would be MR2 owners set off to create that perfect look but stumble and give up at the first hurdle, or simply lose interest and move on. I came across this treasure of an MR2 while talent spotting on the US MR2OC.COM forum and soon discovered that chasing perfection has taken owner Matt 13 years.

Matt’s obsession with motor modifying started with his father and Matt explains “for as long as my memory has existed, he has been maintaining and modifying cars himself. My brother Rob and I were always hanging around the garage, glad to help out by fetching tools, asking loads of questions to feed our curiosity of how things worked. Over the years the exposure of “tinkering” with our dad gave us the skills and confidence to work on our own cars.

Matt owned a few basic commuter cars, nothing special worth mentioning until the MR2 came along. “However there is a pattern in my family with cars, when we finally buy our dream cars - we keep them” says Matt. “My dad has owned a 1937 Plymouth pickup truck for 31years, my brother Rob has a built 1968 Dodge Dart for 15years and I’ve had my MR2 for 13years.

Matt first saw the Mk2 MR2 in person at the 1990 Chicago auto show; a 19 year old student at the time. Matt has the moment captured on video tape; “a red 1991 MR2 Turbo, spinning on its raised platform with me pointing at it saying “I want that car”. Something about its sleek Ferrari look, compact design, turbocharged performance mixed in with Toyota’s reliability that really appealed to me. I wanted it but being a broke student, I couldn’t afford it. Honestly, I couldn’t really afford it when I bought my MR2 years later; the bank wouldn’t give me a full loan to cover it so I had to borrow $2K from a friend!!

Ahhh….I remember that day well, in March of 1995, I found the “perfect” MR2 at my local Toyota dealership; a 1991 MR2 Turbo with loads of options, a lease return with only 16K miles - barely broken in!!

The salesmen let me take the car out for the afternoon; I was hooked, got multiple loans that evening and bought the car the next day.

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E N I H MAC

SH-20G 6 0 D T y d ed R G ’s er g Matt Con a 13 year love , o rb u T 2 R M ta o y powered To on to create a ti o ev d f o ey rn u jo a affair hp a balance of rw 5 3 3 g in p p ri c a tarm performance looks, handling and achine... the ultimate street m

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Matt’s first mod was just a few weeks after buying the car, it was an expensive bra (hey – it was the mid 90s, bras were cool!) that looked good but was a pain to install with all the metal tabs to secure it and eventually, it had a completely adverse effect and rubbed the paint off of the nose of the car. The car was kept 100% stock until 1999 when a GReddy SP exhaust made the rear of the MR2 look a little more purposeful and the rest is history, mods haven’t stopped since.

Matt explains “My MR2 has outlasted every non-family relationship I’ve ever had…..women have NOT understood the amount of devotion I have for my MR2. Since the Mk2 was only imported to the states for 5 years, it is rare that you see many on the road and I get a lot of satisfaction that I own something rare that is modified to my own personal taste. I do drive the car, though with our Chicago winters, not all year round. I enjoy “spirited” driving, the occasionally quarter mile track (though it’s been a few years) and just last month I participated in my first track lap day event at Autobahn Raceway. I have to admit, I learned more about my MR2s capabilities and my own driving style that day than I ever expected – I will be doing that again.

Matt’s goal has always been to enjoy the car and improve the power/handling as time and money allowed. As the years went by, “I spent a bit more on the mods with the logic of when something wears out, no point in replacing it with OEM parts when I could go aftermarket” explains Matt.

I put it to Matt that surely there must have been one or two problems throughout his 13 year love affair between man and machine...

Humm…..a few problems come to mind:

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• Performance downpipe – for the OEM CT26 turbo, the fitment and quality was terrible. When I contacted the supplier, they took no ownership of the issue and wouldn’t replace the downpipe.

Many hours were spent fixing it so it could be installed.

• When installing the JDM Gen3 LSD transmission, I couldn’t get the axle seals to hold correctly, the driver’s side seal popped out twice over a couple of weeks, dumping fluid everywhere and leaving me stranded. Turns out that the local Toyota dealer simply ordered the wrong seals.

• AEM EMS – just after I switched to EMS, when hitting the occasional larger bump, the car would hesitate and sometimes die. It was an annoyance but I was too busy enjoying the car to troubleshoot it until weeks later the car died and would not restart during my morning commute. I had it towed to my tuner, Vince Fiore of Sound Performance Racing. It took Vince all of 5 minutes to diagnose that the main motherboard in the EMS was loose causing a bad connection – a common problem with some AEM boxes. He popped open the EMS, secured the motherboard with zip ties and she fired right up - I haven’t

had a problem since.

• A general “lessons learned” that you shouldn’t purchase parts from the cheapest vendor simply because of their low price. I’ve had a few vendors go out of business without supplying me the products I ordered.

Thanks go to:

Major love, respect, thanks and praise goes out to my brother Rob – without all of his help, advice (no matter if I wanted it or not), the use of his shop and tools (practically giving me my own service bay), his connections and A LOT of his time, my MR2 wouldn’t be in the great condition it is in today.

Most importantly, my wife for tolerating my devotion to my MR2 The MR2 Owners Club Message Board www.mr2oc.com for supplying a great board that is packed with information, tips and tricks on MR2s.

And for the future...

Honestly, I’m quite satisfied with the current state of my MR2 – I have a good balance of looks, handling and performance. My MR2 is a lot of fun on the street but I have to admit, power is addictive so I’m tempted to install some cams/gears/springs for an extra 30-50hp. To stay current with my mods, please view www.pktrkt.com.

at Autobahn t en ev y a d p la ck a 1st tr bout my a I participated in my re o m ed rn a le I , it adm Raceway. I have to at day than I th le ty s g in v ri d n w my o at again.” th MR2’s capabilities & g in o d e b ill w I – ever expected MR2 Only Magazine www.mr2only.com

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So what makes a 335rwhp Street Machine? this 2 page list...

POWER RATING:

2007 • 93 Octane, 3rd gear, Mustang Dyno: • Current Mods • 10psi Wastegate = 256 RWHP & 211 RWTQ PIC • 18psi Low Boost = 290 RWHP & 257 RWTQ PIC • 21psi High Boost = 335 RWHP & ??? RWTQ (bad RPM pickup, TQ didn’t register) PIC

2004 • 93 Octane, 4th gear, Dynojet: • Current Mods Without Fuel, IM & EMS • 10psi Wastegate = 197 RWHP & 168 RWTQ • 16psi High Boost = 283 RWHP & 244 RWTQ PIC

• 15psi MBC Setting = 183 RWHP & 214 RWTQ PIC

2001 • 93 Octane, 4th gear, Dynojet: • CT26, TEP DP, RMS Intake, MBC, ATS TB, GReddy IC & SP Exhaust

• Gizmo Thermal Phenolic Intake Manifold Gasket 4MM Thick • GReddy TDO6SH-20G Turbo W/CJ Motorsports Stage 2 External Wastegate Modification PIC PIC1 PIC2 PIC3 • GReddy Oil Catch Can 15 MM • HKS Super Sequential Blow-Off Valve Kit • Kbox Engineering Gen3 Throttle Body Gasket • KORacing 3in Air Intake Pipe W/Filter • NGK6097 Spark Plugs • Phoenix Power SPL (aka Garage Fuki) Departure II 85MM Pro Racing Exhaust PIC PIC1 PIC2 PIC3 • Ross Machine Racing Generation 2 Intake Manifold w/Generation 3 Center Mount Throttle Body & Spacer PIC PIC1 PIC2 • Shem’s Garage Polished EGR Block-off Plates • Speed Source GReddy TD06 Turbo Replacement Oil Drain Pipe • Tial 35MM Wastegate W/CJ Motorsports Stainless Steel Dump Tube • Toyota Generation 3 Throttle Body (Gen3 60MM VS Gen2 55MM) • Twos-R-Us Valve Cover Allen Key Bolts • Twos-R-Us Aluminum GReddy IC Shroud

Stock

• 11 psi = 150-160 RWHP

INTAKE / TURBO / EXHAUST:

FUEL:

• Aeromotive 13109 Fuel Pressure Regulator PIC • Delphi 84 lb/hr (871 cc/min) Low Impedence Injectors

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• Walbro 255LPH High Pressure Intank Fuel Pump • Wolfkatz MR2 Basic Fuel Fitting Kit & Mounting Plate for Aeromotive 13109 FPR • Wolkfatz Fuel System: Top Feed Fuel Rail

COOLING

• Castrol Syntec 5W-30 Full Synthetic Engine Oil (The ONLY Oil I’ve Used Since ‘95) • Ceramic Coated: Heat Shields, Manifold, TD06 (DP, Adaptor & Exhaust Housing), IC pipes, Valve Cover, Brackets, Exhaust (B-pipe & Center Y-pipe) • GReddy Intercooler (192 x 250 x 119mm) PIC • KORacing Mirror Polished Engine Lid Fan Shroud W/Dual Spal 11in Pusher Fans (Controlled By 2nd Fog Light Switch) • KORacing Gas Charged Engine Prop Rod • Spal 7.5in Puller Fan Mounted On IC (Controlled By 2nd Fog Light Switch) • Toyota Racing Developent 21.3psi (1.5kg) Radiator Cap • Toyota Racing Development Oil Cap • Turbo Hoses: GReddy Intercooler Hose Upgrade Kit & Throttle Body Transition Hose in Red • Twos-R-Us Aluminum GReddy Intercooler Shroud

SUSPENSION: • • • • • • •

Cusco OS Rear Strut Bar H&R Lowering Springs High & Tight Motorsports Sway Bar End Links Set KYB AGX 5-Way Adjustable Struts Suspension Techniques Anti Sway Bar Set Toyota Crash Bolts (Corrected Rear Camber) Toyota Pillow Ball Mounts & Strut Boot/Bump Kit (2nd set) • Toyota Racing Development 14 Piece Suspension Bushing Set • Toyota Racing Development 4 Piece Engine Mount Set

DRIVETRAIN:

• Clutch Masters FX300 Carbon/Kevlar Stage 3

Clutch • Redline 75W/90NS Full Synthetic Transmission Fluid (Good) Changed To Redline MT90 (Great) • Speed Source Transmission Bushings & Cable • Toyota Generation 3 Viscous LSD Transmission (35K on trans in ‘02) • Toyota Racing Development Short Shift Kit PIC

WHEELS / TIRES / BRAKES:

• Bedell Racing SW20 Master Cylinder Brace NEW • Wagner Cross Drilled & Slotted Brake Rotors NEW • Earl’s Hyperfirm Stainless Steel Brake Line Kit NEW • Porterfield RF-S Carbon Kevlar Brake Pads - Full Set NEW • SSR SP1 3 Piece Wheels in Black: 17x7 +37 NR Face & 17X9 +37 SL Face PIC • SSR Carbon Fiber Center Caps • Valvoline Synpower Synthetic Brake Fluid NEW • Yokohama AVS ES100 Tires: 215/40/17 Front & 245/40/17 Rear

ELECTRONICS:

• AEM Engine Management System (EMS) PIC • Tuned by Vince “Talent” Fiore of Sound Performance Racing • AEM UEGO Wideband Controller Air Fuel Ratio Gauge • Autometer Dual Pillar Gauge Pod • Autometer Sport Comp 2 1/16in: 30psi Boost/30psi Vacuum, Oil, Volt & Water Temperature Gauge • Custom 3 Gauge Center Din Panel • GM Sensors: 3bar MAP & IAT • GReddy Profec B-Spec Electronic Boost Controller • Scremin Engineering EMS Mounting Bracket • Toyota Fog Light Switch (Controls IC & Engine Lid Fans)

SOUND SYSTEM:

• Alpine CDA7863 In-dash CD Player • Shawn M Enclosures W/JL Audio 8W3-D6 Subwoofers • MTX Thunder 280 Amplifier • Phoenix Gold SS212 Speaker Cable • Street Wires PowerStream 8G, 30amp Power Cable

• • • • • •

= Clear Corner Lenses Toyota Generation 4 Solid Front Trim Molding Toyota Generation 4 Rear Amber Corner Lenses Toyota Generation 5 3-way Adjustable Rear Wing Toyota Generation 5 Trunk Lid Toyota Rear 1/25 Window Glass, Rear Louvers & Window Moulding Assemblies Welded: 6 Holes On Rear Quarter Panels From Generation 2 Wing

INTERIOR:

• Classic Soft Trim Custom Leather Interior Upgrade Package W/2-tone: Seats, Head Rests & Door Panels - All Red Leather Is Perforated PIC PIC1 • Momo: Anatomic Shift Knob and Shift Boot • Toyota Leather Steering Wheel Replaced Under Manufacture Recall For FREE!!

• Toyota Generation 5 Door Sills & Stainless Steel Inserts NEW • Toyota Generation 5 Trunk Mat

NEW MODS WAITING TO BE INSTALLED: • Eddy’s LHD Fiberglass 52MM Triple Gauge A-Pillar Pod, Black • Speed Source Shifter Base Bushing Kit - Toyota

OLD MODS UNINSTALLED & SOLD: • • • • • • • • • • • •

ATS Throttle Body Inlet Pipe GReddy SP Exhaust HKS Fuel Cut Defenser Konig Monsoon Wheels: 17X7 Front & 17X8 Rear +40 Offset Rebel Motor Sports Ram Air Intake Spal 7.5in Pusher Fan Mounted On Engine Lid (Controlled By Stock Engine Lid Thermostat) SSR Plastic Center Caps Top End Performance Custom Down Pipe W/3Wire O2 Sensor, replaced w/Bosch 4Wire 02 Sensor Toyota Generation 3 Complete Front Lip Spoiler Toyota Generation 5 Speed Flaps Toyota Generation 2 CT26 Turbo, DP, IM & IC Twos-R-US MBC

EXTERIOR: • • • • • • • •

GReddy Body Kit: Front Lip, Side & Rear Skirts PIC Kbox Engineering: 97+ Rear Spoiler Pads Kbox Engineering: Ecentric T-top Shaft Guides Paint: OEM Factory Respray of Crimson Red w/ Clear Coat, Monochrome Scheme Shaved: Front License Plate, Side View Mirrors & Emblems Toyota Generation 3 Antenna Assembly Toyota Generation 3 Complete Tail Light Assembly Toyota Generation 4 Clear Lamp & Cover Assembly

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Mr. Tutomu Sashiyama the mann behind Border Racing

A day with

r Man in Japan

An Exclusive interview by Phoenix ou

I

f you’re an MR2 owner, chances are you have seen or heard of Border Racing and their products.

Most have seen the Aero kits which have dominated the MR2 Scene as by far the most popular kits out in the market for our cars. I had the opportunity to visit Border Racing to take a tour and meet the man behind Border Racing and here is what I would like to share with you all.

The history Border Racing was started back in 1992 by Mr. Tutomu Sashiyama at the age of 24. He has no

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official education, no certificates, or anything that says on paper he should be working on cars. What he does have is experience. Mr. Tutomu Sashiyama began racing cars at the age of 18. By 19, he built his own RS Formula class race car and proceeded for the next 3 years to race. He did quite well during his racing career to include one major win in Japan, which was a huge accomplishment considering the large amount of competition he faced. In 1992 he felt that there could be more or better parts for certain cars that were not being produced at the time, so he started designing parts for cars that were involved with racing, which was the birth of Border Racing.

Every part produced by Border Racing is has been designed and tested by Mr. Tutomu

Bord

Sashiyama. Border Racings doesn’t stop at MR2’s, they produce parts for Nissan, Toyota, and a few Honda’s to include the NSX. Basically anything that is a 2 door sports car, so if you drive something other than the MR2, parts from Border Racing can be acquired from them for your car.

Instantly fell in love with the MR2 When Border Racing started, he had the opportunity to drive a few MR2’s and fell in love with them immediately. When I asked him what made him start designing parts for the MK2, he replied “The Toyota MR2 appealed to me because its characteristics of a Ferrari and Lamborghini, but the MR2 was much cheaper and no major aftermarket parts were being

g n i c a R r de produced for the car at the time�. When he took the MR2 out on a track, he felt that the brakes were not up to par for a performance car, so he designed and tested a new set of brakes for the MR2 which is officially the first part ever made by Border Racing for the MR2.

Focus on functionality

don’t have the space to give you every detail of this car, it would seriously take up most of the MR2Only Magazine, but I can tell you about the major parts and custom work done to the MR2 to give you an idea of what they do to cars to make them the top performer in all aspects of racing.

I feel that Border Racings main focus is Suspension and Brakes. One major thing that I noticed in all their parts, from their products to the actual cars they have, is functionality. Look at their Border Racing MR2, every piece of work or product that is on that car has a certain function, which leads me next to introduce to you the Border Racing MR2. Unfortunately I

Looking at the Border Racing MR2 took me many hours, there are so many little things it’s mind boggling. It was truly a pleasure to be able to see it in person and check out all the little things that they have done to it to make it more race efficient. The Aero kit of course is the Border Racing Aero kit that many of you

Border Racings MR2

have seen on the roads in England and in the States. But there is so much more to it, they removed the fuel tank out of the center console and installed a fuel pod in the frunk. There are two reasons for this, the first was to distribute the weight of the car more evenly and the second, was so they could run air ducting from the front, to the engine bay for more engine bay air circulation. They even took out the gas door,

One major thing that I noticed in all their parts, from their products to the actual cars they have, is Functionality.

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and fiber glassed on a small air scoop to route more air to the air filter. They upgraded the MR2’s side scoops with carbon fiber scoops which extend farther outward to grab more air. The hood was replaced with a border racing vented hood, and the firewall was cutout to allow air to pass through the radiator and out the hood instead of under the car.

With this modification, they turned the radiator upside down and installed a Border Racing radiator relocation kit which drastically angled the radiator for a better airflow. Moving to the Back of the car, was a Border Racing Designed Carbon Fiber Racing Wing.

On top of the MR2 was a carbon fiber piece (I don’t know the name of this part) that shifted the airflow above the engine bay that directly flowed with the wing to create better lift. To work with the airflow that settles on top of the engine bay, they designed a fan shroud that directed the air towards the cab which allows the air to literally bounce off the rear window and mix with the air going over, and under the rear wing. From this there is a plethora of small meticulously designed parts that enhance airflow that I just don’t have the space to get into.

Extreme engine planned Unfortunately, when I did the interview, the engine was pulled. He didn’t want to talk about it much, but I think they are doing something extreme and I will definitely keep you updated with what they are doing.

The interior was really neat to see, aside from it being stripped out for weight reduction, the mass

amounts of gauges that told the driver what’s going on with the engine is impressive.

Dash mounted gauge clusters Something I have never seen before is the dash mounted gauge clusters they have designed for the MR2. One of them sits right on top of the dash but does not hinder the drivers view because each gauge is split to each side. The other Border Racing gauge cluster sits on the passenger side of the dash that holds three gauges, which face the driver. The stereo and climate controls were ripped out and replaced with a carbon fiber piece that holds all the switches. Everything was built for the interior by MR. Tutomu Sashiyama for the drivers ease of use and sight.

Amazing experience It truly was a pleasure to visit there business front and talk to them about border racing. Their parts are amazing, from the creative intercooler design to the fully functional body styling of the Border Racing MR2 that is produced still today. Border Racing offers many parts for the MR2 to include full suspensions, brake components, engine components like the intercoolers, and of course, the famous styling of the Border Aero Kit and many carbon fibered Aero pieces for the body. If you would like to check out more pictures of Border Racing and all the info I got from them including all their products, please check out the MR2Only forum located on the main page of the MR2Only website.

The NEW Border Racing Rear Brake Kit released next year

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The final question I asked Mr. Tutomu Sashiyama after checking out the Border Racing MR2 is “what is Border Racing going to do next with the MR2 scene and will Border Racing still be around in 10 years producing more parts for the MR2?” He gave me a big smile, ran into his office and brought out a piece of paper with a picture on it. I want you to know that only myself and the Border Racing people have seen this. This is the first time the new product has been shown publicly. So it is my great pleasure to introduce to you the new Border Racing product set to come out early next year, the Rear brake kit. This kit takes the stock rear brake caliper and moves it over to the other side. Then a new caliper, made by Brembo, but designed by Border, is installed in the place of the old caliper. This product is designed to give the MR2 full braking from all 4 wheels which will drastically improve braking power and give the MR2 more of an advantage on a track since it will be able to accelerate longer coming into a corner (or that’s what I think he said, got a little lost in translation there).

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MR2 Club Japan n Norikura Kogen Ig

E

very October the MR2 Club Japan (T.M.C.J.) gets together in the mountains of Norikura Kogen Igaya for a national meet, which brings out Japan’s most beautiful and stunning MR2’s.

My name is Phoenix and I had the opportunity to take part in this year’s event, which is by far one of the best highlights of my life and I would like to share it with the readers of the MR2Only magazine.

The meet started at 9:30am on Saturday, October 7 with MR2’s of all types and different shapes showing up in the Igaya Ski Resort parking lot.

Having all the cars lined up by generations was

This was a great opportunity to bust out my personal copy of the MR2Only Magazine and show the Japanese MR2 Owners what’s going on in the UK and North America. They loved it!

22 118 MR2 Only

no small task for the event coordinators, but they seemed to get it just right by the time the meet started.

At 10:00am the Event coordinator, Nekomatasan, gave a welcome message and a run-down of the day’s events.

After the greeting, he gave his own personal introduction of himself and his car.

Unfortunately with my Japanese language skills being less than par, I could not understand what was said but quietly listened in while we moved down the line of cars.

Day one, and 11 MK1’s, 26 MK2’s, and one amazing MR-S showed up to participate in the day’s events.

After the introductions it was free time, which for me was great! This gave me the opportunity to

Meet our Man in Japan, Phoenix look at all the MR2’s in more detail and have small talk with some of the owners.

Lunch Time finally arrived and we ate at the ski resort’s restaurant. We all crammed into a small room and ate some of the best curry I’ve ever had.

I sat at a table with the event coordinator and a few other owners who spoke very little English, but together we were able to hash out some

n national g gaya mountain meet

Photography and writing by Phoenix great conversations on MR2’s and the different clubs in Japan, North America, and the UK.

problem with the brake line holder on the strut tower which broke open to remove the brake line.

Being starved, I began to eat and the food was great.

This was a great opportunity to bust out my personal copy of the MR2Only Magazine and show the Japanese MR2 Owners what’s going on in the UK and North America. They loved it!

Once complete, the owner took off for another test run and returned five minutes later quite happy with the feel of his new setup.

I was a little disturbed after eating a few pieces of meat - only to find out it was raw horse.

The MR2 owners couldn’t get enough of the magazine and the “Reader’s Rides”. They were so intrigued as to the different styles of MR2’s in the separate clubs.

After lunch was more free time which one owner took the opportunity of having crowds of MR2 specialists in one place to switch out his suspension.

30 minute suspension upgrade It was pretty impressive seeing four Japanese owners change out the struts towers with upgraded TRD Springs and Billstein shocks. Two people on each side tackling the job seemed like second nature to them, and it only took 30 minutes to have the rears done. With the rear of the car back on the ground, the owner quickly took it for a test drive and came back with a big smile on his face.

Once parked they lifted the front and completed the job in about 45 minutes, having a little

By this time the day was coming to an end, so the event organizer called everyone together for a group picture and a days closing remarks.

From here, most of the group caravanned to the hotel where we all stayed.

Parking was definitely interesting since the parking lot was so small, and getting 35 MR2’s into the small area was actually really interesting.

It took roughly four ground guides and some impressive and very close corner taking to get as many MR2’s as possible into the little area.

They had a pretty good laugh when I realized what it was that I was chewing in my mouth and I guess the expression on my face was quite enjoyable.

After learning that it was Mr Ed that I was eating, I wasn’t too thrilled about finishing it but I did, all but the last piece of horse because a blood pocket popped and couldn’t get past the view I was looking at.

Dinner was great and they brought out the beer.

We toasted and enjoyed dessert with many

Dining Japanese style After a little time to freshen up in our hotel rooms, we all met up in the hotel’s banquet area for dinner.

I have to say this is the first time I’ve ever eaten a true Japanese style dinner outside of the city of Tokyo which is really Americanized Japanese food.

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If you’re ever in Japan and catch wind of a meet going on, do whatever it takes to get there because you will never regret it.

laughs and conversations.

After dinner came the party, we moved to a smaller banquet room with seating on the floor and we all got in there to find lots of beer and sake waiting to be drunk.

A few people played a game, others talked with each other, and another group brought out their personal collections of MR2 memorabilia.

I had to check out the MR2 stuff and it was amazing.

MR2 memorabilia One fellow MR2 owner brought his personal collection of original MR2 publications that the dealers handed out to potential MR2 owners from 1985.

It was really neat and it felt like I was holding a piece of priceless history in my hands as I skimmed through the Japanese pages of the AW11.

After much beer and sake in my stomach, a night full of laughs and good times, I was off to my Japanese room to hit the “ol sack”, which was actually just a mat on the floor.

If you are ever in Japan and have the opportunity just for one night (and only one night), stay in a traditional Japanese hotel room.

A basic Japanese hotel room is about 10’X 20’ with a straw mat covering the floor like carpet.

There is a small removable table in the center with cushions on the floor to sit at… that’s it.

I can’t say it’s the most uncomfortable place I’ve ever sat or slept, but I’m gonna have to put it in my top three places not to ever try again.

The following morning was a little groggy for me and many other owners due to the beer and sake

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from the night before, but we all got together again in the banquet room for a healthy Japanese style breakfast which included fish, rice, and some really good Miso soup.

After spraying our leaf-covered cars off with a garden hose, we headed in small groups back to the meeting area for the second day’s events.

Day two Sunday, October 8 was the best day in my opinion.

More MR2s showed up to the event than the previous day to include 17 MK1s, 34 MK2s, and the same fabulous MR-S from the previous day.

The morning started off like the previous day, with a welcome and day’s events by the coordinator followed by personal introductions.

Free time followed where I took the opportunity to take some cars away from the group and took some great pictures.

After this picture break from the group, we took our cars back and it was time for lunch.

Lunch was the best food I have ever had!

It was a Japanese style BBQ where they took slices of meet and cooked them literally in the center of the table.

The food included lamb, pork, squid, and lots of vegetables.

I ate so much and it was topped off with an interesting dessert I’ve never had or even heard of.

It was a Coffee Jello topped with a coffee creamer and it was delicious! We sat and chatted for awhile and then cleared the room while they cleaned up from lunch. It was about 1pm at this time and it was now time for a game.

They broke out a Bingo game and it was great fun.

The white and the Black SW20's are Authentic, TRD replicas custom ordered, straight from the TRD factory MR2's, the Black one was labeled #26 and the guy is the original owner of it. The white one was actually MR2Boards MR2 of the month in June. The white one is believed to have a stock engine, but the black one did have a Border Racing intercooler.

White TRD Widebody Spec

Black TRD WideBody

Authentic TRD WideBody Kit 99 J-Spec Wing W/Carbon Fiber Side Plates Ganador Mirrors Single Wiper Conversion BBS Stern Wheels 17" Front 18" Rear Dunlop Direnza Tires 215/40/R17 Front Tires 225/35/R18 Rear Tires Braided Stainless Steel Brake Lines Ohlins Shocks Mines Springs D-Speed Brake Pads TRD Strut Bars TRD High Response Exhaust System Cyber Stock Indiglo Gauges Carrozzeria DVD/NAV System Recarro Seat Razo Turbo Timer Kenwood CD Changer

Online Name - MM2 TRD Authentic Widebody #26 TRD Spark Plugs, TRD Spark Plug Wires TRD Exhaust TRD 17" Wheels TRD Strut Tower Bars TRD Springs, TRD Shocks TRD Brake Lines Apexi Boost Gauge Apexi Oil Temp Gauge Apexi Gauge Controller Apexi Power FC + Commander Ganador Mirrors Border Racing Gauge holder Border Racing Intercooler Endless Brake Pads Kenwood CD player Momo Steering Wheel Greddy Blow Off Valve K&N Air Filter HKS Turbo Timer

Lots of laughs and jokes and the winners got to pick out a gift from a very respectable table full of MR2 parts which varied from new tires, to books, to air cleaners, to sake.

and picked up a Metal MR-S model that I have not yet had the chance to collect, it will make a great edition to my collection of MR2 models and toys. The game finally ended with a few leftovers which were handed out to people with lots of laughs.

I finally won about half way through the game

The MR2 Meet was coming to a close and we all

This stunning red wide body kitted MR-S is owned by Hide and Kei (online names) from Japan, the car wears a Varis Widebody Kit, Weds Sport Bonnet, Hyper Hotinazma grounding kit, and Weds Sport Racing Wheels, On the handling side of things the MR-S has a TRD Strut Tower Bar and Cusco Coilovers whilst perfornance is enhanced with an Apexi Power FC and Commander

got together for some pictures at our cars again.

Some final words by our event coordinator and the meet was at an end. It was a sad time for me because I was having such a great time and was dreading the long three hour drive back to the Tokyo area. It didn’t stop me from taking a few more pictures and saying good bye to some

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great new friends that I met. The drive home was a little slow, only took me five hours to get back since the traffic was horrible on the expressway. I was able to cruise with a few MR2’s until we went our separate ways to our own homes.

Tired and worn out from a great weekend, I made it home with some great memories and new friends.

No better place to live than Japan with my passion for the MR2 Living here in Japan has given me a great opportunity to meet new people and continue my passion for the MR2.

If you’re ever in Japan and catch wind of a meet going on, do whatever it takes to get there because you will never regret it.

It was hard at times trying to understand what people were saying, but the Japanese MR2 owners club made me feel welcome and really went out of their way to make me feel like part of them. Special thanks goes out to Nekomata, Totsu, Hebereke, KenSan, MM2, Hide and Kei and everyone else’s name I can’t spell or say. They know and I know that it doesn’t matter what country you are from, or if you can’t speak the language, it’s a little thing that brings us together as a family, and that’s the love for the MR2.

Phoenix - MR2 Only Man in Japan

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MR2|socialmediascene If you’d like to add your MR2 related group or forum email steve@mr2onlymagazine.com

mr2l ver?

JUS SEIDEL - ‘MR2

IfYouLOVEtheToyotaMR2SW20thencheckout the28,000+picturesIhavecollectedsofar: https:/ /m.facebook.com/TheEvilNeo/albums/404759209703535/?ref=bookmarks

ToyotaMR2 YouTubers

LIFE’ ‘VIVA FAMILIA’.

MR2 WORLDSCENE SW20 COMMUNITY GROUPS

If you’re an MR2 Lover, and are on Facebook, you’ve probably already come across JUS SEIDEL, a true MR2 NUT! his groups encapulate the MR2 SW20 WORDLSCENE ‘VIVA FAMILIA’ His SW20 photo collections has 28,000plus pictures have, so if you’re looking for that inspiration on a bodykit, wing or which whatever wheels will suit your MR2, be sure to join and browse these groups, we’re sure you’ll find that important inspiration!

If you make Toyota MR2 related videos for your youtube channel or you make homemade MR2 videos then please post the links or videos here..

Members of this group please follow links..Subscribe to that channel and post feedback and Positive advice for improvement. .

The aim of this group is to enrich the Video aspect of our MR2 Worldscene NOT to act like Simon Cowell...

We are not choosing the best Film makers we are helping to make our MR2 lifestyle Better

https:/ /www.facebook.com/ groups/819452651883170/

Acommunitybuiltbyenthusiasts, forenthusiasts Built between ’99 and 2007, the Toyota MR2 Spyder, also known as the ZZW30, is a car that has a special place in all of our hearts. With its nimble handling, sprightly engine, and endless potential, it’s a vehicle that will warmly welcome you into the land of permagrin. MR2-Spyder.com is the free, and Ad free home we’ve all been waiting for. With a community web forum, DIY & How-To writeups, and all of the photos and videos you may need, you will always have something to look at and read. https:/ /www.mr2-spyder.com/

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n November 12th, 2006, I had the h wonderful opportunity to meet up with a, club meeting in the city of Sagamihara, which is in the Kanagawa Prefecture of Tokyo. The 2 clubs, Midship Heart and Midship ei Response, are both Tokyo based clubs which thei members are the proud owners of MK1 MR2's.

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The day started off early with an hour drive for myself to Sagamihara. Since MK2's were not allowed at the event, I dropped my car off in a parking lot and was picked up by my good friend Nekomata-san in his pristine 1989 limited edition 2, MK1. We met up at a local McDonald's with a few fellow owners who I've met before at previous events. We ate some breakfast and then caravanned for about 10 minutes to a large parking lot. We were the first big group to show up, and at that time, about 20 MK1's were there. By now, the event coordinators were setting up a tent to put tables and chairs under. We stood around and chatted while

we watched many MK1's slowly drive in and park.

Show ‘n shine Around 10am, the event coordinators got everyone together for a few words. From what I understood, this event was basically a get together and a show 'n shine for people to show off their cars and hopefully get one of the coveted awards which were to be passed out at the end of the day. The morning went on with people checking out each others rides and showing off rare and customized parts for each of their MK1's.

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A few cars stood out to me when I walked the long line of MK1's that I would like to share with you. The first is Ano-Sans 1987 MK1 with a 3rd Gen 3S-GTE swapped into it. Aside from the swap, he added some interesting Body pieces that are hard to find even in the homeland of the MK1. He graced his car with a Carbon Fiber Front Bumper, CF Hood, CF Doors, and a CF Rear

Bumper. I can't say I've ever seen a MK1 with so much carbon fiber on it which is why this car was one of the first to catch my eye. The car is sitting on some Work Rims with Yokohama Tires wrapped around them. Cusco Comp Coilovers complete his wheel and suspension setup to give it a nice ride height and comfortable drivability for this beautiful ride.

Kashi Exhaust system, custom made and definitely one of a kind! I told him that people in America and the U.K. would go nuts over this and would be calling me to get them one, but he said he has to be a little selfish with this, because no one else has it, and makes his car one of a kind.

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The second car to catch my eye wasn't really the car because I barely noticed it except it was really shining in the sunlight at the right angles.

I had to see what he had under his car so I walked over to this original MK1 to find a beautiful Custom built, by the owner, Titanium Exhaust.

That thing was beautiful! I had to ask who built it and what to call it when I talked to the person, and he said that he had built it, and to call it the Kashi Exhaust system. So here it is, the Kashi Exhaust system, custom made and definitely one of a kind! I told him that people in America and the U.K. would go nuts over this and would be calling me to get them one, but he said he has to be a little selfish with this, because no one else has it, and makes his car one of a kind. Although disappointed, I had to agree with him.

The day went on with lots of conversation and lots of picture taking opportunities. I can't say the meet was really exciting due to the fact that it was put on for everyone to get together and talk, and since I suck at Japanese, it wasn't too thrilling for me.

The best part of the meet was simply walking around and

checking out what the Japanese are doing to their MK1's and I gotta tell you, they are doing some really nice and original things.

The day ended around 4pm with the awards ceremony. Each of the club presidents judged the cars and came out with awards, which were a plethora of parts for MK1's and TRD shirts and Jackets. The closing speech was quick and within a minute, everyone was getting in their cars for the drive home. This meet was impressive. One of the big reasons was because of the cars and the knowledge that I learned about Japanese MK1's, but I think the biggest reason that this meet was neat to attend is the fact that 90 MK1's showed up which is impressive by any standards!

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Feature written by Martin Weaver - martin@mr2only.com photography by quantum-capture.co.uk and Rikki Bruce

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ave you ever seen such a gleaming example of a Mk2? Nor me! When the photos of this car first landed in the Mr2only office we all thought that Rikki Bruce, the meticulous owner had photoshopped them – it’s that clean!! Turns out the pictures are genuine and Rikki is actually a photographer by trade with a mega eye for detail and style.

Back in 2003 he was driving Rovers (bear with me, it gets better) but due to their, how shall we put this, reliability issues he knew it was time for a change.

As an avid cruise attendee and all round car fanatic, Rikki launched his own website & forum. The now massive strathycruise.com was born and now all he needed was a car.

Rikki had always loved the Mk2 tubby and knew exactly what he wanted when looking to buy one. “I'd never been in an Mr2, let alone driven any but wanted one because they looked so good and on paper the spec was outstanding”, Rikki recalls.

And so in early 2004 this GT-S 1994 Revision 3 3S-GTE Turbo got a new owner, and plans were already afoot for it. The test drive was slightly disappointing as the car did not live up to expectations, however this quickly changed once monies had been exchanged. I’ll let Rikki tell you in his own words. “I returned to cough up the rest of the cash and went to

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drive home with the girlfriend in the passenger seat. It must have been sitting for a while in the showroom and gone into some kind of fail safe mode because after driving for about 20 minutes it spluttered, coughed and went super-nova. Coming off a roundabout heading back to Glasgow it just went into warp speed. The girlfriend nearly soiled my new purchase and the grin I got that day took months to subside” So keen was Rikki that before the car was even home, he had stopped off to purchase and fit a dump valve, unfortunately the store did not have the correct part in stock, damn!

To make himself feel better a set of Boss XTR 18in alloys were mated to the car the very next day! As the car was already lowered when Rikki took ownership, it was looking great and only 2 days in. Next to come were a set of Lexus/Altezza lights to spruce up the rear end. Remember this is 2004 we are talking about, the lights were new on the market and complemented the white paintwork perfectly and still do.

Now, about those graphics, Rikki explains their origins. “I was going to a

“after driving for about 20 minutes it spluttered, coughed and went super-nova. Coming off a roundabout heading back to Glasgow it just went into warp speed.

The girlfriend nearly soiled my new purchase and the grin I got that day took months to subside” big show and wanted to promote my website, so a friend who runs a graphics company took some photos of the car and produced the saltire graphics you see on it now. They were only going to be on the car for the weekend but everyone thought they looked so good I've had them on for over 2 years now!” We would have to agree, the colour & design looks great and is still fresh as the day they were applied.

Next came a suspension overhaul, the shocks the car came with had grown tired and a replacement kit was sourced. A set of KYB AGX struts along with various Whiteline goodies care of Job Gevers now take care of road-holding duties.

Lets move inside shall we, as you can see from the photos, the interior is just as stunning as the exterior. A full Leather Re-trim including Seats, Door Cards & Gear Gaitor bring the cabin bang up to date. An AutoGauge EL Boost Gauge, Forrest Pod, Type-VR Gearknob, Mountney Steering Wheel and SpeedHut Indiglow Dial Kit all work in unison to further enhance the unique look. Of course, a show car like this would not be complete without a top notch ICE system, Rikki has enlisted a JVC EXAD DVD/ Multimedia TV Screen headunit, SoundStream Amplifiers, components and a pair of 10in Subwoofers to take care of the sounds with a Playstation installed just for fun.

The appearance, chassis and interior were all now sorted, so onto the engine we go. One of the big reasons Rikki bought the car was its tuning potential. With an ideal figure of 300 bhp in his head, there weren’t many cars that could reliably deliver. A visit to Gerry Gaffney who runs Dastek UK in Fife started the ball rolling. He modified the cars ECU and installed one of their own boost control units. These 2 simple mods returned 305 bhp at the flywheel, a real testament to Gerry’s brilliant products and know-how. A NOS kit has recently been installed but is not plumbed in yet, so expect that figure to hike upwards yet again. To further aid performance, Rikki has had one of the maddest exhausts I have seen installed,

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Toyota MR2 GT-S (1994 Revision 3 - 2.0l 16v 3S-GTE Turbo) Engine Powertec 8” SL1x Stainless Steel Mesh Air Filter Samco Coolant Hose Kit Samco Turbo Hose Kit Samco Anciliary Hose Kit HKS SSQV Blow Off Valve (Colour Coded Blue) NGK Type R Plugs (2 Grades Colder For Higher Boost & NOS) Holey NOS Wet Fogger Kit (50bhp) Meercat Snakehead Downpipe (3") Meercat De-Cat Section (3") Meercat Silencer Free Stainless Duplex Exhaust (3") Dastek Unichip Piggyback Computer Dastek Electronic Boost Controller Dastek Nitrous Driver Module Berk Technologies Intercooler (Polished Alloy) Heatshielded Alloy Intercooler Pipes 8" ZIGRO Intercooler Fan Cool-It ThermoTec Exhaust Wrap On Downpipe & Exhaust Pipercross Blue Anodised Crankcase Breather Colour Coded Toyota X Strut Brace Apiro Blue Oil Cap Apiro Anodised Blue Quick Release Clamps Apiro Anodised Blue 3” Alloy Air Filter Pipework VenAIR Silicone Vacuum, Coolant, Vapour Tubing TRD 1.5kgs Radiator Cap Colour Coded Toyota Oil Catch Tank HKS Recirculating Attachment Fitted to SSQV Polished Plenum & Throttle Body Gold Plated Engine Bay Grounding Kit Pivot Raizin Voltage Stabilizer Silicone HT Insulators, Cable Sleeves & NOS Line Shields Magnetic Sump Plug Copper Contact Distributer Cap SPEC Stage3 6 Puck Paddle Clutch Suspension KYB AGX Fully Adjustable Dampers

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Whiteline Control Lowered & Stiffened Springs Whiteline Adjustable ARB Links Whiteline Adjustable Front Anti Roll Bar Whiteline Adjustable Rear Anti Roll Bar Toyota OE Front Stut Brace Toyota OE Rear X Strut Brace PowerFlex Bump Stops & Gaitors TB Developments Front & Rear Polished Alloy Braces Brakes Black Diamond Drilled & Grooved Rotors (Front & Rear) Black Diamond Predator Pads (Front & Rear) Calipers Colour Coded TopSpeed Master Cylinder Brace Wheels Boss XTR 18" x 7.5” Alloys Powder Coated White Tyres Toyo T1R 225/40/18 On Rear Federal 535 215/35/18 On Front

Windows Tinted Blue Evo Graphics Custom Saltire Decal Kit & Sponsor Banks Rear Lexus Light Clusters Meshed Front Grille PIAA High Performance Headlamp Bulbs PIAA High Performance Side Light Bulbs LED Clear Side Repeaters Interior Full Leather Retrim Including Seats, Door Cards & Gear Gaitor AutoGauge EL Boost Gauge A.Forrest Gauge Pod Type-VR Gearknob Mounteny Steering Wheel SpeedHut Indiglow Dial Kit Alloy Tax Disc Holder NOS Bottle (Anodised Blue) Fire Extingwihser Plasma Website Sticker LED Lighting Kit Twin Pre-IC / Post-IC Temperature Displays

SpecFile

Audio JVC EXAD KD-AVX2 DVD/DivX/MP3/CD Player With 3.6” Screen SoundStream 720.4 Amplifier SoundStream XSC6 Components 2x SoundStream 10" Subwoofers Components Custom Fitted To Doors With Blue Lighting Dynamat Xtreme Sound Deadening On Floor & Doors Audio Installtion by MF2K (Glasgow) Exterior Bomex Customised Front Bumper (Hole Filled) Bomex Side Skirts Erubini Rear Bumper T-Bar Panels Triple Tinted Blue Metalic

Security TOAD Ai606 Cat.1 Alarm & Immobiliser Tracker Retrieve Satelite Tracking System Hu-Sun Pager System Thanks To: XS Motorsport, Evolution Car Security Evo Graphics, Dastek UK, WhiteLine Automotive UK KR Tuning The Bodyworx Enigma Bodytech Trim Workshops SpeedHut DCDezign AATC MF2K Meercat GTSChris, TB Developments

a bespoke Meercat Custom system manufactured in 316 grade stainless steel, hand built with NO silencer boxes at all, just a 3" pipe from the back of the turbo out to the rear of the car now lives underneath the Mk2.

With the down pipe based on a Subaru Prodrive WRC item nicknamed the "snakehead" due to its Adder head shape and a wastegate screamer pipe it really delivers and is of supreme quality. A Berk Tech intercooler and whole host of Samco plumbing finish the engine compartment off nicely.

“I'd always wanted a car that ticked all the right boxes. It had to look good, sound good and go well. I think I've managed that by being careful about the mods I've chosen and who I've had work on the car”, Rikki tells me. Sounds like a recipe that makes a lot of sense. Lots of admirers are clearly thinking the same as our man is constantly being asked when the car will be up for sale and what is coming next. Rikki’s response is one of an obvious fanatic – “nearly 3 years in, I'm still as happy as ever with it. If I wasn't, I wouldn't have spent my Xmas holidays in the garage cleaning, polishing and waxing the engine bay and colour coding all the pipes and braces!”

Hopefully this car will be sitting pretty with Rikki for some years yet!

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t’s early on a Sunday morning, 29th April to be exact. There is a cold wind chill in the air. All around the UK, small convoys of MR2’s are forming, North, south, East and West, all with one purpose and one destination, Rockingham raceway circuit. Their mission to break current record for the biggest rolling convoy!

I

ones, red ones, white, blue, silver, grey, green, yellow and even a smurf blue one, excitement is building as the cars line up in rows of colour in the waiting area.

Mick Jones (aka Topgun) looks nervously but proudly on as the MR2s arrive. He is the guy behind this attempt and has brought together MR2 Owners from around the UK from MR2OC, IMOC, MR2Mk1Club, MR2DC, MR2ROC and TWOBRUTAL.

Before long we get the call and the owners head back to their cars and the air is filled with a chorus of MR2 exhausts. With Mick out in front leading in his infamous Cadburys purple TRD replica we make our way on to Rockingham’s infield, slowly but surely snaking our way up to the entrance to the main circuit.

As we descend on Rockingham, you can see the surprised look on the local faces, oh, there’s, one, and another one, and another one... through the gates they line up, black

Mk1s, Mk2, Roadsters, modified and standard, rows and rows of them, this really is the show of the year and the build up to the event has been worth the wait. We steal a

While waiting for our allotted time on to the banked circuit we are treated to a very close spot of spectating the U.S. pick up truck racing, unbelievable how fast those things

chance to get some all important photos, mingle with the crowd and talent spot a few future feature cars for MR2 Only magazine.

Photos taken Bishop, Pam Tony Gilroy Rich Lee and Photos byste vebiby shSteve op,pa mbisho p,aBishop, ndybisAndy hop,Bishop, tonygiAnna lroyRuddock, ,richlee &br sccp(VC) hoto gra phe rralphy BRSCC photographer Ralphy

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293 MR2’s - 3 mile rolling convoy - Sunday 29th April 2007 move! a lot quicker than they seem on TV. Again while we are waiting there is another chance to get more photos of what really is something special. From the stands MR2 Only Pam and Anna record the footage on video and camera for the official record.

Our time comes and engines are once again started and we are led out onto the banked circuit in two lanes, trying to maintain a two car gap. As a true enthusiast this feels amazing. I’m in the red section driving the MR2 Only Mk1 track car, feeling a little gutted that my blue Anniversary MR2 was sold only a few days ago, great timing. My brother Andy and father Cyril are quite a way back in the silver section in his Roadster naturally with the roof down.

We do what seems to be just short of two

laps of the circuit before being diverted back into the holding area where we are counted in one by one and head back to the car park to eagerly await whether we had broken the record.

The record is currently held by the Netherlands MR2 Club who managed a rolling convoy of 162 back in 2003.

Finally we have a result!

YES!!!! 293 MR2’s We did it! and we also managed to cover 3 miles including the infield.

A massive congratulations has to go to all those who attended this special event, Mick Jones for his excellent organisation and the British Racing and Sports Car Club for the use

of the track during the BRSCC racing event, and of course the staff of Cruisesport for manning the gate in the cold and allocating our numbers.

What’s more, we were only a few cars short of breaking the record for the largest amount of any marque meeting in one place currently held by Lotus. Frustratingly there were a few MR2s in the car park as we came back in, as a few had missed the official start and a few had headed out to clean cars. Who knows we might have broken that record too.

Don’t know what you guys think but I reckon we should return next year. Those of you that couldn’t make it, take a look at these photos and check out what you missed and make sure you make it next time!

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attending anevent?

RUN BY MR2 ENTHUSIASTS FOR MR2 ENTHUSIASTS

www.tbdevelopments.com

The TB Developments name has been around since 1996. Although we’ve been in the business of providing mr2 - tuning products for the last 5 years starting back in the summer of 2002.

In that time it has grown from a simple parts supply business working from home to an international MR2 Specialist tuning company that supplies mr2 only parts, soon to be obtaining a premises where we can not only sell high quality tuning parts but also offer a full fitting and tuning service.

we’d to hearaboutit!

We aim to provide the highest level of service possible with excellent customer service and being able to offer a line up of tuning products I would be happy fitting to my own car, not just what makes me the most money.

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• Promotional Items •p Engine Internals Oils and Lubrication e m a i l s t e v e @ m r 2 o n l y m a g a z i n e . c o m o r m e s s a g e t h r o u g h o u r f a • Air filters and Intakes • Exhausts and Downpipes • Suspensioncebookpage.

• Blow Off Valves • Fueling • Traction and Launch Control • Body Kit and Exterior • Gauges and Gauge Pods • Turbo Fittings and Accessories • Boost Controllers • Gearbox and Components • Turbo Timers and Accessories • Brakes Components • Ignition Components • Turbochargers • Clutches and Flywheels • Intercoolers • Interior • Wastegates • Cooling Components • Nitrous

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GREEN

Written by MARTIN WEAVER - martin@mr2only.com - Photos by Mario Massiti www.MarioMasitti.com and Nick Kyle www.Nicklk.com

Crazy, crisp, spotless, bright – no I’m not naming DJ’s, these are just some of the words we have heard used to describe Kyle Meyers spanking (there’s another!) MR-S Roadster. Almost every aspect of this car makes it pop and stand out from the rest. Let’s have a look around shall we?

Kyle resides in Denver, Colorado in the USA where he works as a CAD draughtsperson although this serves only as a way to fund his habit – cars.

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This is definitely the most unusual yet eye-catching aspect of the car, the first thing you see when looking at the MR-S is a set of green wheels with a car attached.

Back in 2001 Kyle had just finished high school and was quickly getting hooked on the modifying scene, reading magazines and attending shows whenever possible.

Using his new found enthusiasm and ideas from many sources he went to work on his 1995 Chrysler Sebring, transforming it into a show stopper.

An unusual choice for such lavished attention I hear you say, but this was of course just the start, the practice run if you will. Kyle is strictly in the game to be unique and hates following trends, “I’ve always thrived on doing something different” he tells us.

A couple of years later and a couple closer to paying off the Sebring, Kyle’s mind started to wander – what could he work his magic on next? A few cars made the brain based shortlist, a Mazda Miata, Honda S2000 and of course the Toyota MR-S. With the first 2 deemed too common place in the modding world our man went for the natural choice and became one of us!

Next came the difficult choice of wheels. I bet you can count the number of cars you have seen with green rims on one hand, if you can even think of one other example that is. This is definitely the most unusual yet eye-catching aspect of the car, the first thing you see when looking at the MR-S is a set of green wheels with a car attached.

They do look great and some how work really well and totally set the car apart from the rest without the need for extravagant accessories.

Green was not Kyle’s first choice though; the car nearly wore gold and blue rollers at one point!

Needless to say Kyle is over the moon with the look, explaining, “A lot of people were skeptical at first but then changed their mind shortly after seeing them on the car, realising that I had somehow pulled off the green with great balance”.

Supporting the car over the new rims is a top notch set of TEIN SS-P coilovers, making a great handling car even better. Aiding the suspension kit are 4 Yokohama Spec 2 Parada tyres. Rumour has

MR-S

As ever with new car purchase time, the exact car Kyle wanted in the right colour turned up a bit too soon and he had to move fast, paying off the Sebring going into a weekend and owning his new MR-S on the way out.

The original plan for the car was (wait for it, you have definitely heard this one before!) for it to remain a daily driver and resist the pull of concourse (told you!). So anyhow, around three minutes later the modifications began.

The first part of the car to receive attention was the roof believe it or not, with many of his friends describing the roadster as “Cute”, Kyle was on the hunt for an import only hard top. As you could never buy the hardtop in the U.S. due to stringent crash regulations, JDM helpfully supplied Kyle with the part in question, “It does a great job of changing the overall look of the car and makes it look a bit more aggressive rather then “cute” he says.

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At the moment Kyle is running the standard engine as it is more than adequate for his needs; however it has received some attention. PPE air intake, inlet manifold and high flow CAT look after getting the air in and out nice and quickly. An Apexi air filter and full stainless exhaust helping this process along too. With a TRD carbon rocker cover and oil cap the unit also looks the part.

MR-S

it Kyle’s local roads have been reinforced due to the sheer amount of lateral grip the MR-S generates as it tears up the tarmac!

Inside things get just as tasty, check out those stunning Bride Brix II buckets and colour coded Takata harnesses. Also from Takata are some nifty green door inserts that tie the colour theme into the cockpit too. With the carbon dash trim and Razo gear knob the interior is well and truly a nice place to be.

Lastly we move back outside to investigate the MR-S’s bodywork.

Carbon fibre has been a common theme throughout the car which continues here with the lovely Seibon bonnet, front lip and BRS engine cover. TRD sideskirts work

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well with the shape of the roadster as does the Australian MS Design tail wing, completing the look.

It is really great to feature a car that doesn’t revolve around how much power it is producing. The stunning example you see here loses no marks at all for not having 300bhp in the back. With a dyno recorded output of 114bhp / 107ft.lbs at the wheels it is easily great fun to drive, especially when you consider its relatively modest weight and that fantastic chassis setup.

Kyle has modified his car evenly and to a fantastic standard front to back and it really shows, even with those green wheels! Finally you may be shocked to hear that the MR-S is still driven daily, so he kept his promise after all – so there!

MR-S

MODS LIST: Interior:

BRIDE BRIX II SEATS TAKATA MPH 341WR HARNESSES TAKATA HARNESS PADS TAKATA GREEN DOOR PANEL INSERTS CARBON FIBER DASH TRIM RAZO BALL SHIFT KNOB BROADWAY MIRROR JDM STEERING WHEEL BADGE

Exterior:

JDM MIDSHIP RUNABOUT BADGE JDM MR-S BADGE JDM HARDTOP TRD SIDESKIRTS SEIBON CARBON FIBER HOOD

SEIBON CARBON FIBER FRONT LIP BRS CARBON FIBER DECK LID MS DESIGN TAIL WING (FROM AUSTRIA) MODIFIED SHORT ANTENNA CELICA CLEAR SIDE MARKERS

Engine:

PPE INTAKE PPE HEADER PPE HIGH FLOW CAT APEX’i INTAKE FILTER APEX’i N1 CATBACK EXHAUST TRD CARBON FIBER VALVE COVER (COVER) TRD OIL CAP ALUMINUM COOLING PANEL

Suspension:

CUSTOM ROTA GRIDS 16X7 (ROYAL ABSOLUTE GREEN) 205/45/16 YOKOHAMA PARADA SPEC II TEIN SS-P COILOVERS TRD FRONT UPPER STRUT BAR TRD REAR UPPER STRUT BAR FRONT MEMBER BRACE ANTI-FLEX BREASTPLATE ROTORA SLOTTED ROTORS

THANKS:

Team UNDRGND. www.RMMOC.com www.SpyderChat.com www.MR2BOARD.com MARIO MASITTI www.MARIOMASITTI.com NICK KYLE www.NICKLK.com

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Pete Mason’s 252bhp Supercharger Photos by Martin Vincent and reprinted by kind permission of Japanese Performance magazine

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his beautiful supercharged Mk1 first landed on English soil back in June 2004. Its new owner had eagerly awaited its arrival for 7 months –

but boy was it worth the wait!

That owner is Pete Mason, a 24-year-old electrical engineer.

He’s always loved cars and the MR2 in particular, “this is my 4th mr2, my 1st was a MK1 N/A in white, followed by a Mk2 N/A but this wasn’t for me, I preferred the drive of the MK1” he tells.

on it today. Pete had a work colleague make up a de-cat pipe for the Mk1 which transformed the sound of the exhaust but didn’t satisfy his growing greed for more power!

Turning point Then came the turning point. Pete was invited to the NEC Classic car show by the Mk1 owners club and while there he was offered a crazy amount of cash for his car. He declined of course but on reflection realises this would have saved him a bloody fortune if he had let it go back then! It was a comment made by an onlooker that raised the bar for Pete though, “you won’t

The car was ordered by Pete through Julian at Japanese direct imports originally and arrived looking brilliant for its age but did have a few niggling problems. One of which was a coolant problem where the car kept using water but the leak was impossible to find and just needed a regular top up. The OZ wheels it landed with were awful too, a quick negotiate with one of the guys on the MR2 racing scene and they were switched with the Fox Evo 5’s you see

“you won’t see a Supercharged Mk1 break 200bhp” his reaction was simple “That was the start, I vowed to break it” Written by Martin Weaver martin@mr2only.com 44 MR2 Only 136

see a Supercharged Mk1 break 200bhp” his reaction was simple “That was the start, I vowed to break it” he remembers.

Christmas came and went. Unfortunately the coolant problem started to get increasingly worse and eventually got to the point where the car started to cut out.

Bad news It was limped up to Japanese car tuner Trac-Art in Ashford for investigation. The news was not good, the head gasket had gone and the engine was in need of some TLC. Balanced and blueprinted Pete had the intention of simply

getting the car repaired and back on the road as soon as possible, but as ever this plan took a slightly different route.

Forged pistons were suggested as an option and it spiralled from there on into the monster you see today. Zeca from Tracart spent a lot of time investigating the engine and any faults such as the air intake route going all the way round the bay before going into the filter, a simple area for improvement that has significant effect. A large crank pulley was added to up the boost, 3.5mm oversized valves come from the MR2 turbo and the exhaust valves are now the same size as the inlet giving maximum flow.

Oversize boost piping, a pulsar GTI-R top mounted intercooler and full custom power speed exhaust combine with the extra boost, low comp pistons & larger inlet valves to massively increase the engines breathing capacity and as a result its power output.

The whole lot is balanced and blueprinted to boot!

“I got it back just a few days before Christmas in 2005 and it was not running right but this was because I did not have the money to fit a nice ecu. It was going to have to go on the rollers in the new year to make sure it was safe to run but Zeca said even if it was safe the engine was so strangled by the ecu it would not run right and never perform to its full potential” Pete recalls Time for a rolling road session After the longest month ever of running the car in with its new powerplant, 1000 miles eventually clocked up on the dash, and with that it was promptly booked in for a rolling road session.

With just one run planned to preserve the engine it did give some detonation under load at low revs, but it

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still recorded 167.5hp at the wheels and 223hp at the flywheel – very impressive with the detonation problem and no mappable ecu.

Cross between motorbike and pure race engine With another bout of frantic saving complete, at last the time came to add that all important ecu to the Mk1. An Omex 600 unit was chosen for the job allowing the removal of the fragile air mass meter and replacement of the antique distributor with a more modern coil pack. Once fitted and set up the car was successfully mapped on the road and the engine has since been described as a cross between a motorbike engine because of how freely it revs and a pure race engine! Now you can’t get much better than that really can you? Oh yes you can, it’s in a mid engined car too!

Pete remembers the day he finally took the reigns, “As soon as I drove it I was amazed the power a little car could give and noise!

I just love the noise!”

The car is now expected to easily record 200hp + at the wheels at its next power run and Pete has had some interesting tussles out on the road with the little Mk1, “my favourite was with a new M3, as I pulled away from it the look on the blokes face was priceless, the engine builder has a 480hp Supra and even that struggles to keep up with the MR2 right up to 130mph, fantastic” So when you are next sat at the traffic lights and you see a little white sports car pull up next to you, just make sure its not Pete in the UK’s most powerful supercharged Mk1 won’t you!!

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“As soon as I drove it I was amazed the power a little car could give and noise! I just love the noise!�

Photos by Martin Vincent and reprinted by kind permission of Japanese Performance magazine

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JAPANESE & EUROPEAN PERFORMANCE CAR SPECIALISTS

UK's Fastest 1.6 SpecFile supercharged MK1 MR2

HKS • BLITZ • JUN • TRUST • GREDDY • APEXi • NOS • MOTEX • PIPER CAMS K.A.D. • CUSCO • AP RACING • GOODRIDGE • AEM • HELIX

• ENGINE TUNING HOME OF • ECU MAPPING THE 252 BHP • SERVICING SUPER• SUSPENSION TUNING CHARGER • BRAKE SYSTEMS • ENGINE CONVERSIONS • METAL FABRICATION • CUSTOM EXHAUST SYSTEMS We SERVICE have a podcast every • MAIL ORDER • WINDOWMR2uesday TINTING night @ 7pm • I.C.E INSTALLATIONS US Central Standard Time!

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They can also listen to our podcast on Stitcher Email: sales@trac-art.com @Tel: https://www.stitcher.com/podcast/ 01233 63 63 93 Fax: 01233 645964 hux-racing-mr2-talk Unit 3 • Bridge Road Business Centre • Ashford • Kent • TN23 1BB MAIL ORDER SERVICE Spotify @NEW https://open.spotify.com/ collection/podcasts 48 MR2 Only

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ENGINE Omex 600 ECU Custom Samco Hoses And Clips CM Clutch CM Billet Aluminum Flywheel Forged Pistons Cranshaft Pulley Kit 0.8mm Cometic Head Gasket ARP Uprated Cylinder Head Stud Kit ARP Uprated Conrod Bolt Kit ARP Uprated Main Bearing Bolt Kit Magnecor Ignition Lead Kit Piper Cams Vernier Cam Gears HKS Valve Spring Set Trac-Art Race Spec Head with 4mm oversize valves Trac-Art lightened and balanced crank Trac-Art Custom full Stainless Steel Manifold + System Trac-Art Custom Intercooler Trac-Art Custom Intercooler Pipework Various Trac-Art Polished Engine Components Blitz Sus Power Air Filter Modified By Trac-Art Uprated Con Rods Uprated Injectors

Mocal Oil Catch Tank Trac-Art Battery Relocation FSE Fuel Pressure Regulator 90% of Brackets and Mounts Custom Built By Trac-Art And Lots More Secrets...

EXTERIOR Koin Dampers Eibach Springs Black Diamond Disks And Pads Goodridge Braided Lines TRD Top Mounts INTERIOR Electric Supra Seats Defi Gauges And Pods Momo Steering Wheel Momo Foot Pedals Momo Gear Knob Petes MR2 was also snapped up for a 5 Page centre page article in Jap Performance (May 2006).

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areyouaspassionate aboutmr2sasweare? we’realwayslookingforcontibutorandfeaturewriters,soifyou haveagenuineinterestinmr2s,andcanwriteagoodstory

we’d to hearfromyou! emailsteve@mr2onlymagazine.comormessagethroughourfacebookpage.

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Written by NICK TURNER - nick@mr2only.com

When MR2Only discovered two brothers Mickey and Rickey Teoh at an owner’s photo shoot in Malaysia we knew we had hit the jackpot big time.

E

very now and then a car comes along that’s got the lot! Everything on it works, the wheels complement the body kit, the kit is complemented by the paint and the whole deal just works in sync.

Mickey is the eldest of the two brothers and found his passion for the 2 seater earlier than his little brother. I say passion, it’s more of an obsession. We could fill a whole issue by visiting the Teoh’s household (Road trip!). Sat at home is a trilogy of fully loaded MR2s spanning all the marques. A supercharged AW11 being built to compete in the Classic Car Race that already has a few autocross events under its belt, a Black and Orange Tokyo Drift inspired SW20 built up from standard to compete in Autocross and Drifting events, then there’s the ZZW30 DAMD STREET SLIDER MR-S that Mickey brought off a friend of his and wears the famous Blue and Orange GULF scheme. His brother, Rickey owns an equally stunning custom TRD SW20 which will grace the pages of MR2Only in a coming issue.

For me, and I imagine most of you the first thing that hit you when you eagerly tore open your envelope to see what goodness fills your latest issue of MR2Only was the deep Chameleon paint that dresses this bulky kitted SW20.

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When Steve emailed me and told me I would be writing a feature on a wide arch flip painted MR2 I cringed at the thought of double clicking the Jpeg image attached to his email. What’s Steve doing? Does he know what year we are in? Bless him, old age has finally taken its toll on our beloved editor.

It shouldn’t work!....I shouldn’t like this car! Why am I grinning from ear to ear? Its 2007 and I’m writing a feature on a car with flip paint and a huge wing. But it’s stunning! I love this car! In fact I want this car! I opened the attachment and was knocked back with the images. I lost all interest in the “Naughty Girls” website I was surfing and instantly pointed all my attention to the pornography that is Mickey’s SW20. I instantly had the urge to lick my monitor but at the last moment sanity told me it wouldn’t taste as good as it looked and there was a high chance of electrocution.

The car started out black and after going through a TOMS and then a Bomex kit it was decided that the Border front and sides best suited the car. Mickey would take the car to Autocross events and long hill drives around Malaysia until he decided to up the power and give the car a new look.

The 5 colour shift chameleon paint flows around every feature of the car and emphasizes the aggressive street racer styling that’s been carefully thought out and executed with amazing detail. The only thing that breaks up the paintwork is the carbon fibre Border bonnet but even there the paint bleeds into the vents.

Once you get over the stunning paintwork you notice how much wider the rear arches are.

Mickey brought a set of Abflug arches to suitably

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The 5 colour shift chameleon paint flows around every feature of the car and emphasizes the aggressive street racer styling that’s been carefully thought out and executed with amazing detail. shelter the 18X10 WORK Meister S1 wheels that sit under the rear of the car. Rather than cut away at the stock arches and have the Abflug arches bonded over the top a panel beater was given the job of reshaping the original arches to match that of the Abflug, as a result the car now has a much stronger set of steel arches that seamlessly flow with the rest of the car.

and shine event he can get to, but where’s the fun in that? Thanks to an impressive list of engine parts, Blitz, HKS, TRUST and co this moody SW20 has just shy of 370bhp running through its huge WORK rims and giving the BF Goodrich rubber that surrounds them something to squeal about every time he plants his right foot.

The rear bumper is a work of art in itself.

Produced by Phoenix Power but widened to meet the steel fabricated Abflug arches and finished off with a TOP SECRET type rear diffuser the car is given a much needed injection of aggression that the majority of aftermarket rear bumpers lack. Casting a shadow over the bumper is a huge TOP SECRET style GT-Wing that’s been painted to match the rest of the bodywork. The combination of Phoenix Power bumper, GT-Wing and the Bomex engine lid that peers out from between the legs of the spoiler gives the back of the car an almost Anime/Gundam look to it.

TEIN have been put in charge of the suspension whilst TRD sort out the front and rear Anti-roll bars, all in all a great recipe of parts to make a track weapon, which is exactly what Mickey uses it for but there’s more to come. With plans to upgrade the Camshafts, Clutch, stiffer shocks and to relocate the Intercooler to the boot for more efficiency Mickey will be squeezing even more horses out of his car.

Inside the cockpit is filled with cream and white leather. A MOMO Millennium steering wheel heads up the controls and a host of HKS meters means that Mickey can keep an eye on what’s going on under the engine lid.

Mickey would be forgiven for wrapping his car in cotton wool and trailoring it to every show

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It’s not his main track car but as I flicked through the album of images I was surprised and pleased to see a car with this much done to it being put through its paces on a track.

Whilst most show car owners with expensive paint jobs and body modifications choose to avoid any possibility of damage to their cars Mickey gets out there and uses his cars power. He isn’t afraid of spinning up the rear wheels and letting the back end swing out for some sideways action around the tracks either.

Being that both Mickey and his brother own seriously stunning pieces of kit I asked him if there was ever any sibling rivalry?

“Not really. I got into the MR2 craze earlier and had 2 SW20’s before Rickey decided to get one.

We constantly helped each other to build our MR2s. We are close in our relationship and have many great times sharing our hobbies. He lets me win by giving me the better cars.”

That aside it’s pretty clear that Mickey has a healthy competitive streak to him which is reflected in his love for Autocross events, street shoot outs and Drifting competitions in whatever weapon of choice Mickey decides to pick the keys up to that morning. His driving has won him a number of awards including GRA Autocross Championship winner, Top 16 in a Drifting competition and runner up in Street Shootout Autocross Championships. Even when his Carbon Bonnet that he forgot to latch down popped up during a race he battled on despite seriously low visibility and finished the race.

It’s easy to see that Mickey is a dedicated guy who wants the best of the best. It’s exactly this kind of attitude that’s needed to produce a truly one off show car with the power to back up its looks. He’s ticked all the right boxes and then some in producing this widely appealing MR2only cover car.

EXTERIOR BORDER Front Bumper BORDER Side Skirts BORDER Carbon Fibre Bonnet BOMEX Twin-Entry Scoops BOMEX Engine Cover + Billion Fan EURO style Clear type Corner lens GANADOR Wing Mirrors RACECRAFT Canards TOP SECRET type Rear GT-Wing TOP SECRET type Rear Diffuser INTERIOR AROSPEED Steering Quick Release Custom cream white Leather Seats and interior HKS METERS (OP/ET/BST)

LOCKWOOD MR2 Door step garnish TRD Gear Knob TRD quickshifter TRD 300km Speedometer SPARCO Carbon Fibre Pedals MOMO Millenium Steering Wheel HANDLING BF Goodrich Profiler 265/35/18 BF Goodrich Profiler 215/40/17 CUSCO Front Arm Tension Rods PROJECT-u brake stopper TEIN HA suspension TRD Anti-roll bar front and rear TRD Strut Tower Bars front and rear TOMS Roll center kit front and rear TOMS Steel Braided Brake Lines WORK Meister S1 Wheels Rear 18X10JJ

WORK Meister S1 Wheels Front 17X8JJ Ultra racing Underarm Brace ENGINE BLITZ Air Filter BLITZ Supersound BOV CLEVITE Crankshaft Bearings Custom Forged Pistons COMETIC gaskets FSE Adjustable Fuel Regulator + Meter GARETT GT30 Ball Bearing Turbo GREDDY Oil Catch Tank HKS Iridium Spark Plugs HKS Oil Cooler NGK Spark Plug Cables SAMCO Coolant Pipings SARD 800cc Side-feed Twin spray injectors SPAL Intercooler Fan+ Shroud Kit TRUST Exhaust Manifold TRUST Intercooler TIAL wastegate WALBRO Fuel pump ELECTRICAL APEXI Power FC ECU and controller APEXI Pen type Turbo timer APEXI AVC-R boost controller PHILLIPS HID Lighting System RAYBRIG Headlamps ICE ALPINE Headunit CLIFF DESIGNS Pro Speaker 6.5” Component system KICKER 10” Subwoofer MONSTER Cable interlinks PRECISION POWER 4-Channel Amplifier

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MR2 Club Malaysia -

When Marcus of MR2 Club Mal meet and photoshoot out in Ma above, we will be re-visiting the

M

R2 Club Malaysia was officially established in 1999. Having over 150 members registered with the club, during the late nineties and early millennium the club was made up of all AW & SW MR2’s with only a single MRS to represent the club.

Today we have an increasing number of young and enthusiastic MRS drivers to support the growth of the club. As the MR2 club has not been officially

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laysia contacted us to say they were arranging our very own MR2 Only Mag alaysia we were honoured, as you can see from our cover and the group shot e guys again in forthcoming issues to feature their special MR2s... registered, we are a pretty easy going club without the usual annual meeting and funding.

The club often participates in Autocross and track events all over the country, we have a bunch of Hero’s representing without fail. Of course bagging top 10 prizes is typical for the MR community.

MR2 Club Malaysia would like to thank MR2only magazine for supporting our event and making us a part of the MR family.

Marcus Liew, MR2 Club Malaysia MR2 Only Magazine www.mr2only.com

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Ricky Teoh Model: SW20 Turbo Best Moment: building the car up from scratch...hehehehehe....

Mods: Engine 245hp (3rd Gen turbo) HKS SQV BOV NGK spark plug cables TRD rear strut bar TRD rear anti roll bar TRUST Intercooler Apexi twin dunk exhaust TOM’s front strut bar TRD front lower arm bar TRD front anti roll bar TIEN HA adjustable struts (hi/lo,soft/hard) Rims & tyres: Front : 17” x 8j Stich 3 pce rim wrapped with Advan Neova AD07 235/40-17 tyres Rear : 17” x 9j Stich 3 pce rim wrapped with Bridgestone Potenza G3 255/40-17 tyres Exterior: TRD2000GT bodykit with custom

modifications Carbon Fibre GT Wing Border air scoops Interior: Momo Corse Steering Momo Carbon Gearknob TRD Speedometer 300km/h

HKS boost meter Greddy water temp Apexi open pod air filter SARD fuel regulator Apexi turbo timer

ICE Alpine CD/MP3 player Alpine V12 4 channel amp Cliff design 6 1/2” front component speakers Soundstream SS10R sub woofer Philips HID

MR2 Club Malaysia MR2 Only cover feature car Mickey Teoh SW20 Turbo Rev.3 Mods: 367RWHP@ 1.4 bar boost.

Best MR moment: Autocrossing my MR2s (pretty good for a 17 year old. Kicked many 4wd autocross monsters), Hill drives & Convoy (ah... the Joy of feeling what the MR2 is made for..)

Hans@Tan Loke Han Model: SW20 (Crystal Effect Gold) Mods: KKK K26 Turbo HKS WastegateSheepdog Blowoff ARC Intercooler Haltech E6X Apexi AVCR Boost Controller Apexi Turbo Timer Sard Exhaust Temp/ Oil Temp/ Oil Pressure meters TRD spark plug cables HKS Powerflow Air Filter

Exedy Racing Clutch Trust Dual-Exhaust System Tein HA Adjustables Brake pads: EBC Green Stuff Adjustable Camber and Castor kits Enkei RS Evolution F:8 R:9 BF Goodrich Profilers F:215/40/17 R:245/45/17 Front bumper: Border Side skirts: TOMS Rear add-ons: Trust Fenders: Custom Rear arches: Abflug Rear wing: Top Secret GT Wing MR Moment: Every moment in the MR2 is my MR moment

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Marcus Liew Car: MR2 SW20 Gen2 Turbo Duration: 547 wonderful days Mods: Exterior: Phoenix Power Bumper Phoenix Power Side skirts TRUST rear Skirts U.S. Performance engine cover GANADOR Wing Mirrors Rev5 Rear Wing MR Crystal Headlamps Interior/Eletrical: Sabelt Recliners SPARCO gear knob TRD Quick shifter TRD 300km Speedometer BLITZ Carbon Boost meter PIVOT Sequential Shift indicators PIVOT Speed Meter V PIVOT Electrical start

PIVOT Baby Turbo Timer BLITZ SSBC Boost controller E-Manage ECU Piggy Back

HANDLING BF Goodrich Profiler 215/40/17 (Front) & 235/45/17 (Rear) TEIN Front Caster Adjusters&

Tension Rods TEIN HA Hard/Soft Adjustable suspension TRD Anti-roll bar TOMS Strut Tower Bars front and rear VOLK Racing GT-N Wheels (17inch) CUSCO Camber Mounts

SuperPRO Polyutherine Bushings CUSCO Break Stopper

ENGINE HKS Super Power Flow Filter Custom Heat Shield Air Box Free Flow Downpipe Phoenix Power Departure 2 Exhaust system SARD Racing BOV Modified CT26 – 57mm Fins, Ported & Balanced NGK Iridium Spark Plugs ULTRA Plug Cables Complete SAMCO SW20 plumbing (Its pretty cool, includes air filter hoses, intercooler hoses & even air condition/heater hoses) Balanced Engine REV3 LSD Transmission

Best Moment: Driving the Two every day and beating 2 Lamborghinis on the streets :-) ICE Kenwood Headunit Panasonic Speakers

Derek Wong Model: SW20 “It’s not green/blue, its turquoise!!”

Mods: 245 Engine Exedy Clutch KNN Airfilter TRD spark plug cables TIEN HA Adjustabels Blitz BOV, Blitz Boost Controller Sparco Racing Wheels Best MR moment: Attacking the pylons in MR2 event

Alvin@Tom’s

with his Pearl Yellow MR2.

Will soon be fitted with his Veilside bodykit.

Terrence with his brother’s MR2 MR2 Only Magazine

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Danny’s Limited TRD VM180 MR-S Proud owner of a white TRD widebody MRS. Nothing much done as owner would like to enjoy the car as she is first before the mods begin.

“Best Mr2 moment? Every drive is always the best moment of my life” Danny quips.

Benedict

Car: MRS Duration with the MR-S: 9 months+ Best moments: My first oversteer (or you can say a very poor drift) experience without having an accident

MR2 Club Malaysia -

Chun’s MR-S ILLUSION Bodykit MR-S JDM Young and enterprising. Rather crazy and passionate for his dear MR-S whom he waited patiently over a year.

• Illusion bodykit • TRD Sportivo • TRD exhaust manifold • TRD front strut bar • 16” TRD wheels Car is simple as the owner terms • Blitz intake it but has an interesting ICE set • WRC Power stabiliser up which he installed and tuned • Smart roadster seats on his own. It lights up and it • Momko steering sounds darn good especially • Custom gear knob when he rides the hillies & twisties!Amongst items on board:

Chris Yap

Car: MR2 SW20 Turbo Gen 1 Gentle looking owner yet goes wild in his red SW20 turbo. Car is maintained pretty stock but we’re all sure this owner is having some rather grand plans up his sleeves..

Mods on board: • Black air scoop • Apexi safc • CT20 • Blitz air filter • Mech boost controller • TRD cables • 5zigen exhaust Best MR2 moment: ever was when he did a double 360 spin on a 20’ road whilst riding 80kmh on a 100 degree bend.

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David with his Blue MR-S Ex Miata owner who is absolutely besotted with his MRS. Check out the miniature MRS complete with number plate on board his MRS. A sure head turner (especially with girls) wherever he parks his car.

Kevin Kong

with his rare ‘MR2”-280z

Allan Francis

Car: MR2 SW20 - White Years of ownership: 4.5yrs Best MR2 moment: Trying to keep up with the pack of seasoned MR2 owners going up Frasers Hills. Scary , very scary but damn fun.

Mods on board: • TRD Stage 1 bodykit • 2003 rear lights • 2003 side air vents • 16” buddy club rims • and more to come....

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Written by Steve Bishop, photos by Steve Bishop and Karl Rowntree

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blistering hot summer’s day, possibly the only one of 2007, not a cloud in the sky and I’m standing in the Northamptonshire countryside surrounded by fields, shrouding a hidden gem of a collection of rather exclusive MR2s at specialist Japanese car importer Tom Solan of NVi Imports.

My visit there was two fold, firstly I was there to see a very special rare example freshly imported for a friend of mine which will be revealed in a

thinking that we’ve featured one of these models before and yes they are rare, only a hundred ever built.

However, this one is extremely rare, believed to be the only one, so what’s different about this one I hear you ask? It’s a Turbo! the only SW20 future issue of MR2 Only Magazine. Secondly Turbo Spider to have been built by TRD. While we to see a very special SW20 TRD Spider walked around the car admiring the elegant lines owned by Tom himself, you’d be right in of this stunning roofless SW20, Tom filled us in on a bit of background on how he came to own the car.

“In the course of business trips to Japan in the 80’s and 90’s I realised how much cheaper cars were there than in the UK. After closing my boat building business I needed something else to do and in the course of a Sunseeker Motor Yacht delivery trip from Majorca to Tenerife I met a chap who imported cars from Japan and he told me it was possible to bring cars over economically, needless to say this prompted me to got in touch with some old contacts in Japan and bought some cars, inc 2 MR2 turbos. This was in 1996”.

From a side line the business grew into an occupation. “In 1999 I bought a Spider which I kept for a few months and sold on to a local

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chap. Having liked the car so much I asked my contact to find another. This took about a year and he came up with the turbo and when he sent me the spec through, there was no mention of it being a turbo but when the paperwork came through it said “turbo”. I queried this with him as to my knowledge Technocraft only made n/a automatic ones”.

“He came back and said that he was told that there was a turbo made and it looked like this was it. Anyway the car arrived and I went down to the docks to collect it personally and low and behold it was a turbo and as far as I can ascertain it is the only original one made” said Tom excitedly.

Other than the addition of a TRD strut brace for extra rigidity and a set of after market 17” alloys, which seem to complement the sleek topless SW20, the car remains pretty much as it left the Technocraft factory.

After basking in the sun and taking some photos Tom suggests we go for a spin, which I eagerly accept and heading along the gravel track driveway Tom explains that his Spider is for driving and in the summer months it certainly gets driven. As we head out onto a series of twisty lanes at great pace, I have to confess to

gripping the seat firmly and as we hit a brow in the road I’m sure the wheels leave the road, the car lands surefooted and hugs the bends effortlessly. After what I can only describe as a very exhilarating passenger experience Tom pulls to the side of the road, gets out and suggests I have a drive for myself, after only just being told that Tom recently turned down a sizeable sum of money to sell the car and the fact that if I were to crash it, I’d be buried under his patio, I nervously jumped in the driving seat.

ence of all time with the sleek styling of the Mk2 coupled with the comfort and open top summer motoring all too soon we were heading back down the track to Tom’s place. With me buzzing from the experience, I ask Tom what his future plans are for the car and his reply is “I have every intention of keeping it for the foreseeable future” I can’t say that I blame him, but I ask Tom cheekily to be considered if he does ever get bored with this truly awesome motor.

As I head along the winding open roads, gripping the wheel firmly this Spider feels just as familiar as any other SW20 I’ve driven but to my surprise feels a hell of a lot more rigid than I had expected, no doubt down to extra floor and chassis strengthening from the factory, with no noticeable chassis flex or scuttle shake to speak of at all. What also impressed me was how hard this car pulled, feeling more torquey than my own 260hp Mk2 Turbo, so maybe TRD had been busy with some internal modifications to this engine at the factory.

Alls that is left to say is thanks Tom for the opportunity to drive this incredible piece of rare MR2 history. Having supplied a few Spiders and many other rare MR2 examples to delighted buyers, if you are ever in the market for sourcing a rare MR2 I’d urge you to give Tom a call, he is a top guy.

I have to say this was one of my favourite MR2 experiences as an enthusiast and MR2 Only Mag editor, if not my favourite driving experi-

“I went down to the docks to collect it personally and low and behold it was a turbo and as far as I can ascertain it is the only original one made”

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Written by Simon Skinner - aka Skinthespin • Photography by Luke Reynolds

SP240 - Roadster re-invented

T

uning cars is easy, we all do it, we all know what’s best. More power Sir? NA, bolt on a turbo, easy. Already has a turbo, no problem, bolt on a bigger one, then just turn up the boost until something breaks, then make that bit stronger.

The fuelling will be all over the place, you will compromise driveability and reliability, but that’s the price you pay for performance, right? Chassis tuning is just as easy, you have a bit more power, so fit bigger wheels, 2 inch bigger and an inch wider, with the fattest rubber you can fit, put on some nice stiff springs and lower it a little, it will corner like its on rails then eh? It will ride like something from the Flintstones, bump steer and tramline like a pig, have weird steering and snap into oversteer at the very sight of a wet manhole cover, but that’s the price you pay for a chassis that can handle the power, right?

There are plenty of ‘tuning’ companies out there willing to take your hard earned in exchange for this approach, based on no engineering knowledge or experience its unlikely to make your car any quicker on the

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road (or track for that matter) but will look great parked outside McDonalds.

Introducing the SP240 Myself and Steve were invited to drive the new stage 2 turbo instillation from Silverstone Performance called the SP240, (yes, that stands for 240bhp and 240lb/ft of torque), and talking to Phil and Matt (who developed the car) prior to our drive its quite clear that they have a very different attitude. Trying to improve something like a Roadster was always going to be a tough task, not necessarily the power, 148bhp is a relatively low target to start with, but to make something that has such finely balanced handling and superb steering feel capable of handling twice the torque and nearly twice the power without destroying that car as a whole is, lets face it, not easy.

What Silverstone Performance have done is develop the car over time, without losing

sight of the qualities they started with in the Roadster. If something didn’t work they didn’t use it, even if customers wanted it, weight was always a factor in achieving this, as was reliability and usability.

Lightweight A relatively modest size of turbo was used, boosting at 0.5 bar, this meant quick spool up, and is more than capable of giving the car the required performance, whilst helping to keep the weight down, an air to air intercooler is mounted low to help keep the charged air cool, a charge cooler was deemed unnecessarily complicated, heavy and costly for a road application. A lightweight silencer and de-cat (the pre-cat remains, which is good enough come MoT time) was used to gain back some of the weight added by the turbocharger and intercooler, over all the car is the same weight as a standard car, under 1000kg.

The fuel system was also tweaked to allow the turbo to spool more boost without running lean, all being controlled by a piggy back ECU.

torsional rigidity), 30mm lower Eibach springs to SP’s own specification and most importantly 17 inch wheels shod with 245 section rear tyres and 205’s up front. The wheels are lightweight items to keep unsprung mass and rotational inertia to a minimum. It’s for this reason that SP did not use larger brake discs, which are unnecessary for road use anyway.

The car is then set-up using SP’s own geometry settings, something which is often overlooked by other ‘tuning’ companies, instead of opting for standard settings which simply wouldn’t work as well with larger wheels and shorter springs.

Out on the road Behind the wheel at last and I nearly stall the thing pulling out of SP’s garage. Phil forgot to mention the cera-metallic clutch fitted, not because of the extra power but because of the abuse this press/development car has, a more user friendly clutch would be fitted to customers car and be more than good enough for the job in hand.

MR2 TTET = MR2 Roadster plus TTE turbo (182bhp-ish)

Finely balanced To help keep this extra grunt in check the chassis has also had some SP attention.

This is the area where something as finely balanced as the Roadster could be severely upset. The lads at SP are on top of things with the use of an underbrace (to help

“Initial feel is impressive, the car telling me exactly what’s going on at the road surface without that nasty feel of an overtired, badly set-up car getting confused during the transition from grip to slip.”

Once aware of the clutch the engine is tractable and pulls cleanly, without any hesitation, dips or snatchiness from the modified fuel map, a good start! Pulling up almost immediately a traffic island for some cornering shots and without time to get a feel for the car at all I circumnavigated the island, building up speed gradually, in the rain, for the camera you understand, dump valve chirping away behind my ear as I feather the throttle, not intrusively, just enough to remind you you’re in something a little special. Initial feel is impressive, the car telling me exactly what’s going on at the road surface without that nasty feel of an overtired, badly set-up car getting confused during the

MR2 SP Turbo = TTET + SP exhaust (197bhp/210lb ft) MR2 SP240 = TTET + SP Exhaust + SP induction/fuel/ECU (240bhp/240lb ft)

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transition from grip to slip. Getting a little more confident after a couple of ‘laps’ and feeding in the power a bit more aggressively to test the limits and the rear tyres let go, overwhelmed easily by the torque in this flyweight car, catching me a little by surprise and almost reaching the lockstops on opposite lock its still easily controlled due to the reflexes of the chassis. The next lap I was expecting a telling off from Phil for these antics, instead I was greeted by him on one knee and a camera in his hand! A couple more laps of the island show how easy it is to tickle the limit with this car, find the grip available from the tyres and play in that zone between grip and slip, it seems in this sense the SP240 has lost little (if anything) over the standard car.

Driving out onto the roads around Silverstone we can push the car a lot harder, working the engine in all 6 gears and using all the revs. While you can tell there is a turbo under the rear bonnet there is no turbo

“I feather the throttle, not intrusively, just enough to remind you you’re in something a little special” lag worth talking about, instead there is a smooth delivery of torque pushing you along, the close gears, impressive midrange and lightweight ensure there is always enough of a shove to see off all but the quickest traffic. Flexing the engine along the dual carriage way in an attempt to keep up with Phil in his Mercedes the SP240 gathers speed in an undramatic but rapid manner, no fuss just a relentless rise in speed that suggests a well sorted engine, snicking into 6th and glancing at the speedo you realise that getting caught during this quick blast could land you in jail, forget points and fines, do not pass go, do not collect £200, it really is that quick. To get an idea of the outright speed this car has been timed with a VBox with a time of 0-60 in 4.9 seconds, where was that Boxster again?

And its on to the B-roads the Roadster natural habitat Leaving the high speed temptation that is the dual carriageway we head for the Broads, the standard cars natural habitat, I however have my reservations as we head at speed along some soaking wet, twisty, bumpy B-roads barely wide enough for 2 cars and with standing water in a car this light with this much power, its in these situations that you find most modified cars, even well done ones significantly slower than their standard siblings. I needn’t have worried, as while you cannot use the full power like you could on the faster roads what SP have managed to do is maintain the standard cars reflexes and increase grip without the expense of stability. The bump steer and tramlining that ruin most modified cars chassis in these conditions simply isn’t present. You still know exactly what’s going on underneath you but SP have kept the chassis on the entertaining side of stable, which to me is a sign of their capability as a tuning company.

Experience through Motorsport...

TVR Sagaris

Phil on track

Bespoke Boss Cerbera in action

Matt and Phil from SP have a lot of experience in the auto industry with vehicle manufacturers which is why there is a strong "OE" feel to their tuning projects. Phil raced in the TVR Tuscan Challenge from 1997 to 2004. He recently came 3rd at Spa Francorchamps in a 700bhp Cobra in Oct 06. Phil also briefly worked for TVR (head of marketing) - and launched the Sagaris back in 2005. And just for fun, I've attached a photo of the bespoke Boss Cerbera in action. Their motorsport background is very much evident in the development of the SP240

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Swapping seats with Steve to gather my thoughts and make sure I’m not getting carried away he finds exactly the same things as me, superb power and power delivery, more grip and the same superb agility and stability. Almost without noticing on the cruise back to SP at more normal speeds we find ourselves chatting in as much comfort as any Roadster.

Summary This more than anything manages to sum up this car, it has enough outright speed to trouble virtually any road car cross country, yet manages to remain entertaining (in a good way!) and moreover simply does not feel like a tuned car. The SP240 conversion isn’t a low budget option at nearly £10k with the suspension, underbrace and wheels (which are vital with this much power) but what you have is a car that feels like it was

MR2 SP Turbo The “Full SP” for the Toyota MR2 SP Turbo comprises: - TTE turbocharger & intercooler £4299.00 - SP sports exhaust system - from £538.00 to £846.00 - SP sports clutch £649.00 - SP12 17" wheel and tyre upgrade from £599.00 - SP sports air filter £56.95 - Braided brake hose and fluid upgrade from £160.75 - TTE floorpan reinforcement brace £299.00 - SP front strut brace £176.25 - TTE anti-roll bars £293.00 - TTE lowering springs £302.00 - SP Quickshift £208.75 - SP geometry settings £59.00 The sum of these upgrades is an MR2 Roadster with 197bhp and 210lb/ft and significantly greater grip …yet it retains the low weight and legendary balance of the original car. The MR2’s capabilities have all been raised, in harmony, to a higher plane. Compare the power/torque outputs and 980kg weight with other sports cars and you may be surprised to see how the MR2 SP Turbo compares... How about greater torque-to-weight than the current V8-engined Audi RS4?

All this in a car with Toyota’s legendary reliability and affordable running costs. With all this performance wrapped up in the discreet, pretty MR2 body there is plenty of fun to be had with an SP Turbo.

And if you’d like to go further still, take a look at Stage Two: the SP 240...

put together by Toyota, not an aftermarket company. It will be bought by the more discerning Roadster owner, someone who wants a bit more (well, a lot more!) than Toyota were prepared to offer without losing the qualities that they were.

As we were leaving Phil asked us if we ‘got it’, oh yes, we got it.

For more details or to contact Silverstone Performance visit http://www.silverstoneperformance.biz

MR2 SP240 (Stage two) SP TURBO STAGE ONE The SP240 is based on the Toyota SP Turbo. The following upgrades are needed to execute Stage Two, the remainder are strongly recommended due to the considerable performance increase of the engine: - TTE turbocharger & intercooler - REQUIRED - SP sports exhaust system - REQUIRED - SP sports clutch - REQUIRED - SP12 17" wheel and tyre upgrade - SP sports air filter - REPLACED - Braided brake hose and fluid upgrade The SP240 upgrade - TTE floorpan reinforcement brace - SP front strut brace comprises: - TTE anti-roll bars - SP high-flow fuel injectors - TTE lowering springs - SP ECU - SP Quickshift - SP fuel pressure regulator - SP geometry settings - SP induction kit - SP bespoke engine mapping - SP decals The SP240 generates 240bhp and 240lb/ft - 100bhp more than the original MR2 and almost double the torque.

The induction and exhaust notes are more aggressive and the engine pulls strongly and cleanly to its limiter. The SP240 remains docile around town so loses none of the MR2’s usability in day to day driving ...but find an open road or a race circuit to fully appreciate just how fast the SP240 is!

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Toyota MR2 Club Japan

Annual Lake Shirakaba MR2 M nce a year the Toyota MR2 Club Japan (TMCJ) meets in the mountains of Suwa in the Nagano Prefecture for the annual Lake Shirakaba off MR2 Meet. This year’s meeting was held for 2 days, March 31st through June 1st and written below is what I was able to experience during this meet that I would like to share with you all……

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(TMCJ)

Meet 2008

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Toyota MR2 Club Japan (TMCJ) - Annual Lake Shirakaba MR2 Meet 2008

Pulling into the foggy parking I could see the row of MR2s from different generations lining up in the parking lot, and small groups of people gathered around different cars talking. I was parked by one of the members, got out of my car and received the classic “HEYYYY” welcome that I have grown accustomed to here in Japan.

Seeing old friends, who I have had the opportunity to meet in the past, get to know, and share a common passion is always a highlight for me at these Japanese meets. After a quick “hello” to some new and old faces I quickly made my way to see my good friend, MR2 owner and event coordinator, Nekomatasan and quickly registered so I could grab my camera and start taking pictures. Through our small talk I asked what the name of the parking lot was called for the MR2 Only article and they told me the name which translated to Fog Point.

Gee, I wonder where they got that name from?

Like every other Japanese Meet I have attended, this one started off with a meet and greet. Each owner took turns introducing themselves while standing in front of their MR2s. Not being able to speak or understand Japanese I simply watched and listened hoping to catch a word or two that I understood.

From what I gathered, the introductions are basically who you are, where you are from, a quick word on the origins of your MR2 I.E. revision 2 GTS (or 1993 turbo if you are in the States), and any nifty new modifications to your deuce from the last meet if any.

Once the greetings were over we were put into our small traveling groups and headed off into the mountain roads of Lake Shirakaba towards the mountain top museum where we have lunch at every year during this meet. Seems like this is the tradition that I have not seen any deviation from in the 3 years I have been attending these meets. After a couple hours of driving, we reached our destination which was the Mountain top museum which, come to think of it, I don’t think I have ever asked or figured out the real name of this place. A few things that catch my eye every time I am there is the weird outdoor art statues that they have along the side of the mountain.

Another thing about this place is they have really good food. So the entire group, about 60 of us, sat down for a nice lunch and enjoyed each other’s conversation and company. To my surprise, there was a fellow MR2 owner who spoke excellent English and even attended college in the States. I was so happy to find an MR2 owner who spoke great English, so we spent a lot of time together that day discussing cars and other aspects of our lives. So, I would like to take this opportunity to thank TK-san for the great conversation and his helpful translation skills.

The weather on top of the mountain wasn’t what

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also where we lined up our cars into series “andThisby was color for the big picture of the day. At this point,

“

aturday morning we all met up at 9.00am in a parking lot somewhere in the mountains. I honestly had no idea where it was and only found it because of 2 other MR2s caravanning up the mountain and I took the chance that they were obviously on their way to the meet.

From where we met and what my destination in my Japanese only GPS system was completely different, guess I got lucky.

I turned into “tourist” mode and began taking as many pictures and video as I could.

anyone was hoping for, it was foggy/cloudy and some slight drizzle of rain off and on, but that didn’t stop us from taking pictures and some video.

Speaking of video, by the time you read this article; check out the MR2 Only Magazine’s forum for a video that I made of the meet. It’s nothing super, probably took me 30 minutes to put together but it shows what some of the driving around the mountain is like and some of the beautiful MR2s that showed up to the meet.

After lunch and a little bit of time to check out the local area on top of the mountain, we headed down the mountain for a very nice drive to the next stop, which was our picture taking parking lot near the hotel and the actual lake.

The drive down was a bit slow due to the weather.

Wet roads and fast driving can equal disaster so keeping safety in mind, we had a gentle cruise down the mountain and passed some really nice scenery. I’m sure a few stops would have been in order, however I don’t think anyone wanted to get

wet getting in and out of their MR2s.

The day continued on after we reached a big parking lot where we usually spend a good amount of time and due to its size and close distance to the hotel we stayed at that night.

We spent a few hours in this parking lot conversing with each other (again, thanks TK) and checking out each other’s MR2. This was also where we lined up our cars into series and by color for the big picture of the day. At this point, I turned into “tourist” mode and began taking as many pictures and video as I could.

The day was almost at an end as far as the official meet and a final closing word for the day from Nekomata-san was at hand. From what I understood he thanked everyone for coming and then he situated everyone into groups for the evening activities. One group was heading for the local Onsen (day spa), one small group was heading to their homes as they were not staying the night or attending the next day, and the other group was supposed to head up the mountain for a spirited

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Toyota MR2 Club Japan (TMCJ) - Annual Lake Shirakaba MR2 Meet 2008 night drive, but the weather didn’t support this so they mixed with the Onsen group and formed a large group.

One thing you should know before coming to Japan and trying to get into an Onsen is if you have visible tattoos you will most likely be denied entrance into an Onsen. I won’t go into detail why (I’m sure a quick google seach will answer your question), but I will say that tattoos in Japan are on the verge of being socially acceptable….just not yet. So with that in mind, I decided to hang out at the hotel after dinner and catch a quick nap before the late evening activities started, which consisted of some good laughs and some booze.

Day two fter a great nights sleep at the hotel, we woke up to a 5 course breakfast which I have to say was fabulous. We all met out in front of our hotel (which looks like a renovated house) and got together for some pictures. We took some pictures and packed our cars for the short trip back to the parking to meet up with everyone. Small groups left the hotel to avoid traffic and I took the opportunity to grab my video camera and go ahead of the pack for some video.

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“

The Japanese MR2 club has always treated me with respect and gone out of their way to make me feel like family.

From what I understood, that Sunday was a Japanese holiday so a few of the female MR2 owners dressed up in some traditional Japanese Kimonos. There was also a small festival in the town that I could hear but decided to stay away since I was there for an MR2 meet and didn’t want to miss anything.

Not a lot went on during the day, it was extremely relaxing and we just talked throughout the day and got to know each other better. Although my friend and translator TK wasn’t able to make it the second day, getting 4 or 5 of them together and the little English that they each knew, we had some good (and funny) conversations.

The morning was spent back at the same parking lot. We started out like the previous day with introductions. Most of the time I have no idea what they are saying and that morning was no exception. My Japanese is poor so I basically said good morning, my name and generation of my MR2.

I wish I could say more, but I didn’t spend too much time learning the language since I knew my time in Japan was limited.

The day ended with group pictures and a final word from the event coordinator. Usually we would have gone to lunch, however the dairy farm that we usually go to with the amazing pizza and ice cream was packed full of festival goers so it was decided to end a little early that day for people to beat the traffic home, which didn’t happen for me, took me 5 hours to get home, which normally takes 3 hours.

After introduction, our morning was spent admiring cars, napping, and picture taking. I took a little walk around the area just too see what was around.

I found 2 small markets which didn’t have what I needed (sun block), so I took a drive down to the main part of town and picked up some essentials for the day and headed back. I have to say, what a beautiful drive that was. Sunny day, not a lot of cars on the road and a sign leading into a wonderful series of turns and corners leading back to the parking lot (see MR2 Only video in the forums).

In all, I had a blast. It’s always wonderful to get out of the city and enjoy a passion and hobby with people who are like minded. The Japanese MR2 club has always treated me with respect and gone out of their way to make me feel like family. So I would like to take the opportunity to thank them all here, since if you don’t know, they are all buying the MR2 Only Magazine!

Photography and writing by Phoenix The Man in Japan

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